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BM Book 14343a
BM Book 14343a
BM Book 14343a
Boatswains Mate
NAVEDTRA 14343A S/N 0504LP1106327
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Although the words he, him, and his are used sparingly in this course to enhance communication, they are not intended to be gender driven or to affront or discriminate against anyone.
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UNCLASSIFIED PREFACE
By enrolling in this self-study course, you have demonstrated a desire to improve yourself and the Navy. Remember, however, this self-study course is only one part of the total Navy training program. Practical experience, schools, selected reading, and your desire to succeed are also necessary to successfully round out a fully meaningful training program. THE COURSE: This self-study course is organized into subject matter areas, each containing learning objectives to help you determine what you should learn along with text and illustrations to help you understand the information. The subject matter reflects day-to-day requirements and experiences of personnel in the rating or skill area. It also reflects guidance provided by Enlisted Community Managers (ECMs) and other senior personnel, technical references, instructions, etc., and either the occupational or naval standards, which are listed in the Manual of Navy Enlisted Manpower Personnel Classifications and Occupational Standards, NAVPERS 18068. THE QUESTIONS: The questions that appear in this course are designed to help you understand the material in the text. VALUE: In completing this course, you will improve your military and professional knowledge. Importantly, it can also help you study for the Navy-wide advancement in rate examination. If you are studying and discover a reference in the text to another publication for further information, look it up. 2010 Edition
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Sailors Creed
I am a United States Sailor. I will support and defend the Constitution of the United States of America and I will obey the orders of those appointed over me. I represent the fighting spirit of the Navy and those who have gone before me to defend freedom and democracy around the world. I proudly serve my countrys Navy combat team with honor, courage and commitment. I am committed to excellence and the fair treatment of all.
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APPENDIX
A. Glossary.......................................................................................... B. References...................................................................................... A-1 B-1
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Student Comments
Course Title: Boatswains Mate NAVEDTRA: 14343A We need some information about you: Rate/Rank and Name: _____________ Command/Unit: _________________________ Street Address: ________________ City: _____________ State/FPO: _____ Zip _____ Your comments, suggestions, etc.: Date: ____________
Privacy Act Statement: Under authority of Title 5, USC 301, information regarding your military status is requested in processing your comments and in preparing a reply. This information will not be divulged without written authorization to anyone other than those within DOD for official use in determining performance.
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1.3.0 SECTION RECORDS As a section leader, you must maintain certain records. Some of these records are described in the remainder of this topic. Use your own initiative, however, in keeping other records and reports that are useful to you. 1.3.1 Muster Repor t Section leaders should maintain accurate muster reports for their sections. Primarily, this is to account for all the personnel assigned to their section. Mustering a section at quarters is a good example of one use of a muster report. Division leading POs have a muster list of the entire division. 1.3.2 Bunk and Locker Assignments Information about bunk and locker assignments is entered in the watch, quarter, and station bill. The section leader should duplicate this information in a notebook. The notes serve a useful purpose during daily inspections. The identity of a sailor responsible for an unmade bunk or improperly stowed locker is readily apparent.
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WORDS TO BE PASSED. - This call usually is the prelude to any word passed aboard ship. Its purpose is to command the attention of all hands to the announcement about to be made. Commence the call in a closed position and clinch within 1 second. Impulse the shrill call about three times and end sharp. See figure 1-4. ALL HANDS. - All hands is piped as a general call to any event in which all hands are to participate (battle stations, for example).
Close to the clinched position and impulse softly about three times, holding the shrill for 10 seconds, ending sharp; again close to the clinched (softly) and hold the second shrill for 10 seconds and allow it to fall softly to a finish in 3 seconds. This call is seen in figure 1-5.
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Start the call in the open position, close to the clinched, hold the shrill for 5 seconds; then open and close again to the clinch and hold the second shrill for another 5 seconds; then open again and let the signal end softly, allowing about 3 seconds for the fall to silence. HEAVE AROUND. - This call piped twice means Heave around on the capstan or winch. Piped once, it means Mess Gear. The overall duration is the same for both. (It also is part of the pipe for Mess Call.) Call in the curved position and blow very softly with an undulating sound by pulsating the breath with the throat, allowing the tongue to undulate slowly. Shift to the clinched position, increasing the rapidity of the undulations; then allow the sound to fall back to the soft, low tones of the start. See figure 1-7.
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Commence as in Heave around and close sharply to a short shrill. Repeat this three times and finish with four or five sharp peeps from the closed position to the clinched in rapid succession. Repeat the call from its commencement; however, instead of finishing with sharp peeps, make the sound more like an impulsed shrill, as though slurring the peeps. VEER. - This call is piped to Ease away, Walk back, or Slack away. A slurred veer calls side boys to Tend the side: one veer, two side boys; two veers, four side boys; three veers, six side boys; four veers, eight side boys. Call in the curved position and blow to imitate the sound of a whistle rattled by a pee. This rattling sound is produced by ballarding the tip of the tongue against the roof of the mouth. The rapidity of the ballarding is in proportion to the pitch of the sound, rising to the maximum in the shrill rattle. For walking back the falls, this pipe is sounded continuously during the walk back or the lowering from a belay. The speed of the lowering is in proportion to the undulations of the pipe or the rapidity of its rising and falling in sound caused by changing from curved or open to clinched. Sometimes this is accentuated by impulsing with the throat; short peeps mean to lower handsomely for a short distance. The call is shown in figure 1-9.
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HOIST AWAY. - Hoist away is piped after Set taut to start a power hoist or a Walk away with boat falls or tackles. The pipe is the same as Passing the word except that the shrill is not impulsed, and it is softened by changing the position from clinched to curved; also, the lung pressure is lessened so as to finish low and soft instead of sharp. The length of this pipe is about 10 seconds for a signal to make a long walk away in hoisting. See figure 1-11.
HAUL. - Haul is the pipe equivalent of Ho! heave! ho! heave! by voice when the gang is heaving together on a line instead of walking away with it. The low note means Get another purchase, and the high note means Heave! Commence with the hand in the closed position and change to the clinched; sound about an equal length of time in each position and finish with a sharp shrill. Normal time is about 3 seconds, as shown in figure 1-12.
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Call open, then close sharply to the clinched position and impulse with the tongue to the roof of the mouth about six times while holding the first shrill about 5 seconds, then change to the curved and impulse softly with the breath and tongue to cause a smooth, undulating sound for about the same interval as the impulsed shrill, then clinch sharply and finish with three shrill, slurred peeps in rapid succession. PIPE DOWN. - The call Pipe down consists of Passing the word and a long (10second) Veer, ending in a short, sharp peep in the clinched position. It is piped as Secure from any all-hands function. Also, it is piped immediately after the bugle call Tattoo, just before word is passed to Turn in. Keep silence about the decks. MESS CALL. - Mess call is the longest of the calls; it should cover no less than 1 minute. It consists of All hands, a long Heave around, and a long Pipe down, in that order. PIPING THE SIDE. - This is the aristocrat of all the calls on the boatswains pipe. It consists of the call shown on the score in figure 1-14 piped twice. The call for Alongside is sounded so as to finish just as the visitors boat or vehicle makes the gangway. During this pipe the side boys and BM stand at attention, but do not salute.
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Fill the lungs, commence with the lowest smooth note and rise to the shrill, then fall to the low note again and finish with a low, soft shrill. Rising to the shrill should be about equal to the time of holding the shrill; the time of falling from the shrill should be about one-third less than that of rising. Saluting procedure is reversed when a visitor is leaving. Over the side is piped as the visitor passes the BM on the way to the gangway, and the side boys and BM salute on the first note. They drop from salute on the last note and remain at attention while Alongside is sounded. The last call begins as the visitors boat or vehicle departs. Inhale deeply before you start piping the side, because etiquette requires that it be drawn out as long as possible. The more side boys the visitor rates, the longer the notes should be sustained.
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Flight Quarters
General Quarters Berthing Inspection Late Bunks Liberty Mail Meals Mess Gear
Smoking Lamp
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Sweepers
One thing to remember in terminology is that a person lays to a place and musters with a person. For instance, the names of enlisted personnel should be passed as rate, initials, last name: Seaman J.A. Doe, lay up to the boatswains locker or Seaman J.A. Doe, muster with the duty master-at-arms on the quarterdeck. In passing the word for officers, follow the procedures used in your ship. Some ships discourage passing the word for officers except when they cannot be located by other means. If you have any doubt about how an announcement should be worded, ask the OOD. Pass any special word exactly as received. Any long announcement should be written down and read off; otherwise, you may forget part of the text. 1.8.0 BOATSWAINS MATE OF THE WATCH The BMOW is the petty officer (PO) in charge of the watch - the most important enlisted assistant to the OOD. The status of the BMOW in this respect is the same whether the ship is in condition of readiness I, II, or III or whether the regular sea watch or the in-port watch has been set. 1.8.1 At Sea The normal peace time deck sea watch for which the BMOW is responsible consists of the helmsman, lee helmsman, OOD messenger, lookouts, lifebuoy watch, and lifeboat crew of the watch. Besides being the principal enlisted assistant and executive arm of the OOD, the BMOW must ensure that all deck watch stations are manned and that all personnel in the previous watch are relieved. The BMOW makes a report to the OOD when the deck watch has been relieved. The Ship's Organization and Regulations Manual shows the sea watch stations that must be manned and the divisions required to man them. From this information, the BMOW knows which division section leader must be contacted if any person fails to report at his or her watch station. The BMOW must know where all personnel in the deck watch sleep, so as to be able to call them anytime, day or night.
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1.9.3 Wor k Recor d A work record is neither official nor required. But if you maintain one, you will find it of great assistance in planning work for your section and integrating the work load of your section with that of the division. Enter the data for your work record in a notebook that fits conveniently in your pocket. When you receive a work assignment, make an entry in your notebook listing the type of work, compartment or other location, time estimate, number of personnel required, and the tools and other material needed. Note daily the progress on each job entry and any remarks pertinent to the job. For example: Suspended work painting forecastle - rain. When a job is completed, cross off that entry in your notebook but leave the entry legible for reference purposes.
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For more information on 3M chain of command, the scheduling of maintenance, and the types of maintenance, consult OPNAVINST 4790.4 (SERIES).
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Figure 1-18 Correct method of displaying the flag with the casket
Six pallbearers are aligned according to height on both sides of the casket. They carry the casket feet first. Pallbearers will uncover when they are below decks and not carrying the casket. They remain covered at all other times. The selected place for committal (weather deck, which has a reasonably unobstructed area in which to form the detail - usually in the aft part of the ship) is clear and rigged. When the casketed remains are brought on deck, the casket is placed securely on a stand, if necessary, with feet outboard at right angles to and extending over the side of launching.
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When the honor platoon has been assembled in massed formation and has been brought to parade rest, the burial service begins. The ceremony is read through to the prayers. During prayers the assemblage remains covered with bowed heads. After the conclusion of the prayers, if the name of the deceased was not included in the service, it is fitting that it be mentioned. Upon conclusion of the prayers, the pallbearers hold the casket and national ensign in place by hand as may be necessary before the reading of the committal. When these preparations have been completed and all is in readiness, Attention is sounded. The command FIRING SQUAD, PRESENT ARMS honor platoon hand salutes) is given and the reading of the committal begins. When the indicated word of the committal is read, the pallbearers tilt the board until the casket slides along it, under the national ensign, overboard into the sea. As it slides overboard, the pallbearers retain the board and the national ensign and stand fast.
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Remarks Man rail, unless otherwise directed by the senior officer present. Crew at quarters.
Secretary of State when special foreign representative of the President. Vice President ____ Secretary of Defense, Deputy Secretary of Defense, or Secretary of the Navy, Director of Defense Research and Engineering. An Assistant Secretary of Defense, Under Secretary or an Assistant Secretary of the Navy.
____ ____
____do.____ ____do.____
Do. Do.
____do.____
____
____do.____
____do.____
Do.
Table 1-2 Passing Honors Rendered by a Ship Being Passed by a Boat Passing Honors Rendered by a Ship Being Passed by a Boat Official Ruffles and Music Guard Flourishes President ___________ 4 National Anthem Full _____
Remarks
____do.____
____do.____
Vice President ____ Secretary of Defense, Deputy Secretary of Defense, Secretary of the Navy, Director of Defense Research and Engineering, an Assistant Secretary of Defense, Under Secretary or an Assistant Secretary of the Navy Other Civil official entitled to honors on official visit. Officer of an armed service ____
4 4
____ ____do.____
Attention sounded, and salute by all persons in view on deck. If directed by the senior present, man rail. Attention sounded, and salute by all persons in view on deck. Do. Do.
____ ____
____ ____
____ ____
Do. Do.
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Table 1-3 Honors Required for Officers of the Armed Forces Gun Salute Ruffles and Flourishes Departure Side Boys 8 8 8 8 8 8 8 8 8 8 8 8 6 6 4 2 Arrival
Officer Chairman, Joint Chiefs of Staff Chief of Staff, U.S. Army Chief of Naval Operations Chief of Staff, U.S. Air Force Commandant of the Marine Corps General of the Army Fleet Admiral General of the Air Force Generals Admirals Naval or other Military Governor, commissioned as such by the President, within the area of his jurisdiction. Vice Admiral or Lieutenant General Rear Admiral or Major General Commodore or Brigadier General Captain, Commander, Colonel, or Lieutenant Colonel Other Commissioned Officers
Uniform Full Dress do. do. do. do. do. do. do. do. do. do.
Music Generals or Admirals March Generals March Admirals March Generals March Admirals March Generals March Admirals March Generals March do. Admirals March Generals or Admirals March
Guard Full do. do. do. do. do. do. do. do. do. do.
19 19 19 19 19 19 19 19 17 17
19 19 19 19 19 19 19 19 17 17 17
4 4 4 4 4 4 4 4 4 4 4
15 13 11
3 2 1
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The word arriving or departing is used after the officers title or the authorized short title. It is common practice for units to announce the crossing of certain officers over the 1MC of the quarterdeck to units outboard or inboard, as the case may be. This is a perfectly acceptable procedure, since boat gongs and passing the word are not forms of honors but information signals to those personnel who may have a need to know. The arrival of a visiting Navy captain or commander (or an officer of equivalent grade in the other services) who is not a type/operational commander, chief of staff, chief staff officer, or commanding officer or whose command identity is not known to the officer of the deck is announced by his or her rank and service; for example, Captain, U.S. Navy; Colonel, U.S. Army. If a party consisting of more than one officer or official entitled to an announcement either arrives or departs, only the senior member need be announced.
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Official
The President Former Presidents Vice President Governor of a State Speaker of the House of Representatives The Chief Justice of the United States Ambassador, High Commissioner, or special diplomatic representative whose credentials give him authority equal to or greater than that of an Ambassador Secretary of State U.S. Representative to the U.N. Associate Justices of the Supreme Court Secretary of Defense Cabinet Officers (other than2 Secretaries of State and Defense) President Pro Tempore of Senate United States Senators Governor of a state of the U.S. Member of the House of Representatives Deputy Secretary of Defense
Uniform
Full Dress do. do. do.
Music
National1 Anthem Admirals March Hail Columbia Admirals March do.
Crew4
Main rail Quarters Quarters
Guard
What
Presidents National Vice Presidents National
Where
MainTruck do. do. ForeTruck do.
During
Visit Salute Visit Salute
21
21 21 19 19
4 4 4 4
8 8 8 8
do.
19
do.
do.
Do.
do. do.
19 19
4 4
do. do.
do. do.
do. do.
Do. Do.
do. do.
19 19
4 4
do. do.
8 8
do. do.
do. do.
Do. Do.
do.
19
do.
do.
do.
Do.
19
19 19
4 4
do. Full
8 8
Quarters
Secretarys National
MainTruck ForeTruck
Visit Salute
19 19 19 19
4 4 4 4
8 8 8 8 Out of jurisdiction
do.
19
19
do.
Quarters
Deputy Secretarys
MainTruck
Visit
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Arrival
Official
Secretary of the Army Secretary of the Navy Secretary of the Air Force Director of Defense Research and Engineering Assistant Secretaries of Defense and General Counsel of DOD Under Secretary of the Army Under Secretary of the Navy Under Secretary of the Air Force Assistant Secretaries of the Army Assistant Secretaries of the Navy Assistant Secretaries of the Air Force Governor General or Governor of a Commonwealth or Possession of the U.S., or area under U.S. jurisdiction Other Under Secretaries of Cabinet, the Deputy Attorney General Envoy Extraordinary and Minister Phenipotentiary Minister Resident
Uniform
Full Dress do. do. do.
Music
Honors3 March do. do. do.
Crew4
Guard
What
National
Where
ForeTruck MainTruck ForeTruck MainTruck do.
During
Salute Visit Salute Visit
19 19 19 19
19 19 19 19
4 4 4 4
8 8 8 8 Quarters Quarters
do.
17
17
do.
do.
Quarters
Assistant Secretarys
Do.
17 17 17 17
17 17 17 17
4 4 4 4
8 8 8 8 Quarters
do.
17
17
do.
Full
Quarters
Visit
do.
19
19
do.
Quarters
Salute
do.
17
do.
do.
Do.
do.
17
do.
do.
do.
do.
Do.
do.
15
do.
do.
do.
do.
Do.
Full Dress
13
Full
National
ForeTruck do.
Salute
do. do.
11
1 1
do. do.
6 do
do. do.
do.
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Arrival
Official
Consul General; or Consul or Vice Consul or Deputy Consul General when in charge of a Consulate General First Secretary of Embassy or Legation Consul; or Vice Consul when in charge of a Consulate Mayor of an incorporated city
Uniform
Full Dress
Music
Admirals March
Crew4
Guard
What
National
Where
ForeTruck
During
Salute
11
Full
Of the Day
do.
Nation to which accredited District to which assigned Within limits of mayoralty Nation to which accredited District to which assigned
do.
do.
Do.
do.
do.
Second or Third do. Secretary of Embassy or Legation Of the Day 5 Vice Consul when only representative of U.S., and not in charge of a Consulate General or Consulate Consular agent do. when only representative of the U.S. 1 See Article regarding honors to the President
2
Of the Day
National
ForeTruck
Salute
do.
In the order of precedence as follows: Secretary of State Secretary of the Treasury Secretary of Defense Attorney General Secretary of the Interior Secretary of Agriculture Secretary of Commerce Secretary of Labor Secretary of Health, Education, and Welfare Secretary of Housing and Urban Development Secretary of Transportation 32-bar melody in the trio of Stars and Stripes Forever Not appropriate on shore installations Not to be construed as a precedent list
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Table 1-6 Honors for Foreign Officials and Officers Gun Salute Ruffles and flourishes Departure Sideboys1
Flag
Arrival
Guard
Official or Officer
President or Sovereign
Uniform
Full Dress
Music
Foreign National Anthem do.
Crew1
Man Rail
What
Foreign Ensign
Where
MainTruck
During
Visit
21
21
Full
Member of Reigning do. 21 21 4 do. 8 do. do. do. Salute royal family Prime Minister or do. 19 4 Admirals do. 8 do. ForeDo. other cabinet officer March Truck Officer of armed Civil Officials: Honors for official of the United States of comparable position. For example, foreign civil officials, forces, diplomatic or occupying positions comparable to U.S. Department of Defense civil officials, shall receive equivalent honors. consular Officers of Armed Forces: Honors as for officer of the United States of the same grade, except, that equivalent honors representative in shall be rendered to foreign officers who occupy a position comparable to Chairman JCS, CNO, Chief of Staff Army, country to which Chief of Staff Air Force, or CMC. accredited, or other Honors as prescribed by the senior officer present; such honors normally shall be those accorded the foreign official distinguished official when visiting officially a ship of his own nation, but a gun salute, if prescribed, shall not exceed 19 guns. 1 Not appropriate on shore installations
When a civil official of the United States takes passage officially in a ship of the Navy, he or she is rendered the same honors on embarking and disembarking as prescribed for an official visit, Additionally, if he or she is entitled to a gun salute, it is fired when he or she disembarks in a port of the foreign nation to which he or she is accredited. 1.15.0 SUMMARY In this chapter you have learned all about shipboard duties, under way, and in port watches. You learned about the boatswains pipe and how to use it in everyday life onboard a ship. Also, you have learned how to arrange and take charge of a burial at sea onboard a ship. You have studied about the many honors and ceremonies you will participate in during your naval career. Now it is time for you to go out and take all you have learned from this chapter and try to use this in your shipboard life.
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The procedure just described is standard and used in making right-laid line. Figure 2-1 shows how three-strand right-laid line is made. The system is reversed when left-laid line is made. In either instance, the principle of opposite twists must be observed. The reason for this is to keep the line tight or stable and to prevent the parts from inlaying when a load is suspended on it. All the Navy line 1 3/4 inches in circumference or larger is required to be right laid. This requirement is important because if a left-laid line and a right-laid line were bent together, they would unlay each other under strain.
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Line larger than 1 3/4 inches is designated by its circumference, in inches. A 5-inch line, for instance, would be constructed of natural or synthetic fibers and measure 5 inches in circumference. Line is available in sizes up to 21 inches. 2.4.0 CARE AND HANDLING OF LINE It is not news to experienced Seamen that misuse and abuse of their gear shortens its life. Yet, because of carelessness and lack of knowledge, line is the one item that receives more abuse than any other equipment the Seaman uses. Also, line in a doubtful condition puts more lives in jeopardy than any other gear. Therefore, as a Boatswains Mate, you should learn and exercise the proper care and methods of handling line. Teach these procedures to your personnel, and demand that they be constantly used. 2.4.1 Natur al-Fiber Lines Small coils of line may be loaded into a cargo net and hoisted aboard. Large hawser coils may be hoisted in a sling placed around the ends of a piece of pipe or a crowbar shoved through the center tunnel of the coil. They may be rolled forward along the deck, hoop fashion, and jiggered into place by the same rig.
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Whenever possible, a right-laid line should be put on a winch drum or capstan righthanded or in clockwise turns. Heaving on a right-laid line with left-handed turns will eventually kink the line. About the only time left-handed turns cannot be avoided is when a winch is heaving on two lines at once, one on each drum.
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A condition similar to a kink is the cockle (or hockle), which actually is a kink in an inner yarn that forces the yarn to the surface. When a strain is applied to a twisted rope with the bitter end (load) free to rotate, the lay of the rope lengthens as the turn runs out of the rope. Actually, what happens is that the turn is transferred to the strands. When the twist in the strand builds up to a point where it can take no more, the inside yarns pop through the outer ones. Cockles also can be formed in a line wound on a capstan or gypsy head in the direction that tends to unlay the line. Cockles can be corrected by stretching the line and twisting the free end to restore the original lay. Securing lines improperly can cause drastic reduction in strength. The strength of a line can be reduced by as much as 50 percent for knots and bends and 40 percent for hitches. Figure-eight bends on cleats and H bitts have the same effect. See figure 2-6 for the correct way to secure a line on H bitts. When lines are properly secured with round turns on H bitts, the line will retain 90 percent of its strength. When lines are used on double bitts, figure eights reduce the rope strength by only 25 percent.
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2.4.2 Synthetic-Fiber Lines The synthetic fibers currently in use for making line are nylon, aramid, polyester (Dacron), polypropylene, and polyethylene, in descending order of strength. The characteristics of synthetic line differ from those of manila line. When using synthetic-fiber line, you must observe safety precautions more exacting than those for manila line. A complete list of precautions is located in chapter 613 of the Naval Ships Technical Manual (NSTM), but the more important precautions to be observed are as follows: Because of the lower coefficient of friction of synthetic-fiber line, exercise extreme care when a line is being payed out or eased from securing devices (bitts, capstans, cleats, gypsy heads, etc.). For control in easing out, take no more than two round turns on cleats or bitts. For checking a line under strain, take two round turns followed by no more than two figure-eight bends. Any more than this will present a danger to personnel and cause difficulty in handling the line.
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The three following safety rules must be heeded in line handling regardless of the line fiber material: Never stand in the bight of a line or in the direct-line-of-pull when the line is being pulled or under tension. See figure 2-7 for examples of danger areas. Never continue to increase the load on a line after the rigs have been two-blocked or tightened. Many injuries and fatalities have occurred when operators have not observed this rule. Remember that a safety observer is imperative in every case where lines are being worked.
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Table 2-1 Synthetic-fiber-line Constructions and Characteristics Breaking Abrasion Stretch Cost Strength Resistance Medium Good Highest Low High Good Low High Medium Good High Medium
Table 2-2 Synthetic-fiber-line Materials and Characteristics Breaking Abrasion Stretch Cost Strength Resistance High Good High High Low Fair Medium Low Medium Best Least High
The information found in these tables can be used to determine the construction and material needed for a particular application. If, for example, a line must be able to withstand abrasion (abrasion being the condition a line is subjected to in a chock or around a capstan head), tables 2-1 and 2-2 indicate that the best choice should be a three-strand nylon line. One of the characteristics listed in tables 2-1 and 2-2 for the three-strand nylon line is that the stretch is high. Stretch is a misunderstood characteristic in synthetic line. In some applications of line, excessive stretch is a disadvantage. In other applications, stretch is an advantage. When a line is subjected to impact loading, as it is in towing, the more stretch the line has, the better it can absorb impact.
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Aramid line is being phased into the Navy for three-strand nylon; table 2-4 shows the different sizes of lines from three-strand nylon to polyester double-braided line.
Aramid 4-Strand CID-A-A-50435 3 3/8 3 1/2 3 3/4 4 1/8 4 3/4 5 3/8 5 7/8 6 1/4 Table 2-4 Aramid Rope Substitution Nylon 3-Strand Nylon Plaited Nylon Double MIL-R-17343 MIL-R-24377 Braided MIL-R24050 4 1/2 4 4 5 4 1/2 4 1/2 5 1/2 5 5 6 6 5 1/2 7 7 1/2 7 8 9 8 9 10 9 10 11 10 Polyester Double Braided MIL-R24677 4 4 1/2 5 6 7 8 9 10
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X X
X (or clean) X
13. Core visible through cover X because of cover damage (except single braids) 14. Core damage pulled, cut, abraded, or melted strands. For Three-Strand and Eight-Strand Plaited Ropes 15. Damage in valley between X strands. 16. Powdering between adjacent X strand contact surfaces. WHEN IN DOUBT, REMOVE FROM SERVICE!
X X
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2.5.0 SPLICING LINE The ends of line may be joined permanently by a long splice or by a short splice. Whether a long or a short splice is used depends on how the line is to be used. The short splice is described in the NSTM, Chapter 613 and will not be repeated here. In this manual, we discuss the eye splice and the long splice. 2.5.1 Eye Splice The eyes in mooring lines are normally 6 to 10 feet long, depending on the size of fittings (bollards, bitts, or cleats) used. The rule of thumb for the preferred length of the eye is five times the diameter of the fitting; this prevents uneven loading of the eye. The following is a step-by-step procedure for splicing aramid line: NOTE The eye requires chafing gear for abrasion protection. The eye splice of aramid line is a little different from any other line. Three main components are involved: the eye, the individual strands, and the standing part of the line. 1. Measure a distance of eight times the rope circumference from the end of the rope. Mark with a temporary whipping. Determine the eye size and form a loop that places the first whipping on the standing part at the end of the eye. Mark with a second temporary whipping. 2. Unlay the strands of the rope to the first whipping and cut out the center core. Looking in the direction of the standing part, tuck the first strand under the top two strands of the standing part from the left to right with the lay at the base of the second whipping. 3. Tuck the second strand under the next strand of the standing part with the lay.
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Fid Size and Rope Circumference 3/4" 1" 1 1/8" 1 1/4" 1 1/2" 1 3/4" 2" 2 1/4" 2 3/4" 3"
2-in-1 Braid Rope Diameter 1/4" 5/16" 3/8" 7/16" 1/2" 9/16" 5/8" 3/4" 7/8" 1"
Fid Short Section Length 2 1/16" 2 1/2" 2 7/8" 3 9/16" 4 1/8" 3 5/8" 4 1/8" 4 3/4" 4 3/4" 5 1/4"
Total Fid Length 5 1/2" 6 3/4" 7 3/4" 9 1/2" 11" 12 1/4" 14" 16" 19" 21"
Rope Diameter 1" 1/8" 1 1/4" 1 5/16" 1 1/2" 1 5/8" 1 3/4" 2" 2 1/8" 2 1/4" 2 1/2" 2 5/8" 2 7/8" 3" 3 1/4" 3 1/2" 4" 4 1/4" 4 5/8" 5" 5 1/4" 5 1/2" 6" 6 1/4" 6 1/2" 7"
Rope Circumference 3" 3 1/2" 3 3/4" 4" 4 1/2" 5" 5 1/2" 6" 6 1/2" 7" 7 1/2" 8" 8 1/2" 9" 10" 11" 12" 13" 14" 15" 16" 17" 18" 19" 20" 21"
Wire Diameter 3/16" 3/16" 3/16" 3/16" 3/16" 3/16" 1/4" 1/4" 1/4" 1/4" 1/4" 1/4" 1/4" 5/16" 5/16" 5/16" 5/16" 5/16" 3/8" 3/8" 3/8" 3/8" 3/8" 3/8" 3/8" 3/8"
Total Width W 3/4" 3/4" 3/4" 3/4" 3/4" 3/4" 3/4" 1 1/4" 1 1/4" 1 1/4" 1 1/4" 1 1/4" 1 1/4" 1 7/8" 1 7/8" 1 7/8" 1 7/8" 1 7/8" 4 1/2" 4 1/2" 4 1/2" 4 1/2" 4 1/2" 4 1/2" 4 1/2" 4 1/2"
Fid Length L 10 1/2" 12 1/4" 13 1/4" 14" 16" 17 1/2" 19" 21" 23" 25" 26" 28" 30" 32" 35" 39" 42" 46" 33" 35" 37" 40" 42" 44" 47" 49"
Short Section C 2 5/8" 3" 3 1/4" 3 1/2" 4" 4 1/2" 4 3/4" 5 1/4" 5 3/4" 6" 6 1/2" 7" 7 1/2" 8" 8 3/4" 9 1/2" 10 1/2" 11 1/2" 8 1/4" 8 3/4" 9 1/2" 10" 10 1/2" 11" 11 1/2" 12 1/4"
Fid Scale 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2
NOTE: Wire fid sizes 3 circ. to 13 circ. are 1/2 scale - Over 13 circ. are 1/3 scale. This is necessary in order to keep wire fids to a practical length.
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2. Tie a tight slipknot approximately five fid lengths from X. This must be done to keep the core and cover from becoming uneven. Bend the line sharply at X. With the pusher or any sharp tool, such as an ice pick, awl, or marlinespike, spread the cover strands to expose the core (step 2). Do NOT pull the cover strands away from the line or split the paired strands when you are spreading the cover, as this will distort the line unnecessarily. First pry, then pull the core completely out of the cover from X to the taped end of the line. Put one layer only of tape on the end of the core. To assure correct positioning of mark 1, do the following: Holding the exposed core, slide the cover as far back toward the tightly tied slipknot as you can. Then firmly smooth the cover back from the slipknot toward the taped end. Smooth again until all the cover slack is removed. Then mark the core where it comes out of the cover. (This is mark 1.)
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5. Insert the fid into the core at mark 2. Slide it through and out at mark 3. See figure 2-14, step 5. Add extra tape to the tapered cover end, then jam it tightly into the hollow end of the fid (see insert). Hold the core lightly at mark 3; place the pusher point into the taped end; push the fid and cover through from mark 2 and out at mark 3. With the wire fid, first press prongs into the cover, then tape over. Then after the fid is on, milk the braid over the fid while pulling the fid through from mark 2 to mark 3. Take the fid off the cover. Continue pulling the cover tail through the core until mark R on the cover emerges from mark 3 (see step 6). Then remove the fid and the tape from the end of the taped cover. 6. Make sure the tape is removed from the cover end. Now taper the cover by starting with the last marked pair of cover strands toward the end; cut and pull them out completely (see step 7). Cut and remove the next marked strands and continue with each right and left marked strand until you reach point T; do NOT cut beyond this point. The result should be a gradual taper ending in a point. Very carefully pull the cover back through the core until point T emerges from mark 2 of the core (see step 8). From point X on the cover, measure approximately one-half of fid length toward the slipknot on the line and mark this point Z (see step 9). 7. You are now ready to put the core back into the cover from T to Z. Insert your fid at T (step 9); jam the taped core end tightly into the end of the fid. With the pusher, push the fid and core through the cover tunnel past point X, to and through the cover at point Z. When using the wire fid, attach the fid to the taped core. After the fid is on, milk the braid over the fid while pulling it through from T to Z. When pushing the fid past X to Z, make sure the fid does not catch any internal core strands.
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Because synthetic line, on parting, is stretched by as much as 50 percent (three-strand nylon) of its length, it parts with a decided snapback, traveling at near the speed of sound. Personnel should stay 90 degrees from the direct-line-of-pull when strains are applied. Those handling the line on a capstan, gypsy head, or bitts should stand outside the arc of swing (fig. 2-7), in case the line parts.
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Type of Synthetic Rope Nylon Three-Strand Nylon Plaited Nylon Double-Braid Polyester Three-Strand Polyester Plaited Polyester Double-Braid
Table 2-8 Dimensions for Tattletale Cords Length of Tattle Tale (Inches) Distance Between Marks (Inches) 35 1/2 30 43 1/2 40 43 1/2 40 63 1/2 60 63 1/2 60 62 60
Do not use a single part of plain-laid line for hauling or hoisting any load that is free to rotate. Where one part is essential, use cable-laid hawsers, double-braided line, or plaited line. Use only nylon line stoppers for holding nylon hawsers under load. The two most commonly used stoppers are the crisscross and the rattail. The crisscross stopper is the preferred stopper for stopping off synthetic line. A 3-inch stopper is used for lines up to 6 1/2 inches in circumference, and a 5-inch stopper is used on line from 7 inches through 12 inches in circumference. In the crisscross method, pass the two legs, crisscross fashion, around the line being held at least six times and twist the ends together to hold the stopper. The rattail stopper may be used, with a rolling hitch and two half hitches, but under heavy loads, it will jam. When you are referring to the BS of line, the current practice in the Navy is to use the minimum BS. Minimum BS is defined as the lowest BS encountered in all of the test samples broken. Line manufacturers usually publish average BSs, which may be 10 to 25 percent higher than the minimum BSs. The actual BS of a line can be anywhere from the minimum BS to 35 percent higher. Chapter 613 of the NSTM covers the minimums BS and SWL of all the lines used in the Navy. Refer to this chapter before loading a line.
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It is important to have more than one heaving line on station. Made up to trough in case the first throw fails, a second heaving line is readily available. Once the heaving line is successfully cast to the pier, it can be bent to the mooring line needed first. All the mooring lines larger than 5 inches must have messengers of 1 1\2 inches in circumference, and 12 to 18 feet long attached to them so that the heaving line does not part during delivery to the pier. In addition to the heaving lines, it is useful to have bolo lines ready, both fore and aft. A bolo consists of a padded weight attached to the end of a nylon shot line. An experienced, skillful sailor can throw a bolo twice the distance of a heaving line, and because of its size and weight, a bolo is more effective in the wind. The bolo is also very dangerous, especially when large numbers of people are on the pier. With its size and speed of delivery, a bolo could seriously injure someone in the way. For this reason, its use is discouraged and sometimes prohibited by some commanding officers. A third method of delivery, also posing danger to those on the pier, is the line-throwing gun. In mooring, it is used when the heaving line or bolo will obviously not be effective. CAUTION The line-throwing gun will not be loaded until it is actually needed; and when loaded, the gun must be pointed outboard, barrel up.
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2.6.8 Fr apping Lines and Rat Guar ds When pierside or inboard in the nest, the ship will normally frap her lines. This is done by wrapping the mooring line snugly with small stuff, marrying the three parts of the mooring line together.
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2.6.9 Line Handling Safety Pr ecautions A. Tend lines well behind the bitts in case the line surges or parts. B. Do not stand in the direct line of pull of a working line. Under no circumstances stand in the bight of a line. C. Do not even try to check a line that is running out rapidly by stepping on it. D. When handling lines, fake down the standing part to prevent fouling. E. Remember that nylon, polyester, and other synthetic lines are characterized by high elasticity and low friction. The following rules apply: An extra turn is required when you are securing the bitts, cleats, capstans, and other holding devices. When easing-out from holding devices, use extreme caution because of the high elasticity, rapid recovery, and low friction. Three strand nylon line, on parting, is stretched about 1 1/2 times its original length and snaps back at near the speed of sound. Know your gear and its capabilities; deck personnel; quiz line handlers on duties and on safety on station. Make sure all the hands involved are safety briefed before and critiqued after an evolution. Never use synthetic mooring lines without a tattletale cord.
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2.7.1.2 Double Matthew Walker The double Matthew Walker has many uses in fancy work, but it also has practical applications, such as keeping the end of a line from coming unlaid. This use should be considered only a temporary measure, because a proper whipping should be put on the line at the earliest opportunity and the knot cut off. Take a look at figure 2-26 before reading further. To tie a double Matthew Walker, unlay 6 or 8 inches of line. Take the right strand, pass it around the other two and up through itself (view 1 of fig. 2-26). Next, pass the center strand around the third, under the first, and up through its own bight, as shown in view 2. Then pass the last strand around and under the other two, and up through its own bight (view 3). Tighten the knot by working out the slack and pulling tight. After tightening the knot, cut the ends off short or re-lay and whip them, as shown in view 4.
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2.7.1.4 Single Bowline on a Bight The single bowline on a bight comes in handy whenever you need an eye in the center of a line. It can be tied quickly, does not jam tight, and you do not need an end of the line to tie it. To get your securing lines taut, use a single bowline on a bight for securing equipment or cargo. Tie the knot well up on the standing part and run the bitter end around a stanchion or through a pad eye and back through the eye of the knot. Heave back on the bitter end in a line between the knot and stanchion or pad eye. This gives the same effect as having a block on the line at the knot and, discounting friction, doubles your pull. Heave it taut and secure the end. To tie this knot, form bights A and B, as shown in view 1 of figure 2-28. Next, lay part C between bights A and B, as shown in the second view. Then reach through bight A, over part C, and pull bight B back through A. Tighten by pulling on part D and bight B. (The completed knot is shown in view 3.)
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One method is to take two or more turns with the lay of the line and then marry the stopper to the line by hand or seize the stopper to the line with marline. Another method is to tie a half hitch directly above the rolling hitch. A third method is to tie a half hitch about a foot above the rolling hitch (view C), then take a couple of turns against the lay, and marry or seize the stopper to the line. 2.7.1.8 Timber Hitch The timber hitch is used on logs, spars, planks, or other comparatively rough-surfaced material. It should not be used on pipes or other metal. (Proper methods of hoisting metal shapes are covered in chapter 9 of this manual.) Look at figure 2-32 to see how to tie a timber hitch. Take one or more half hitches around the timber to cant the timber if it must be hoisted through a small hatch or other small opening.
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2.7.1.10 Blackwall Hitch The Blackwall hitch, single or double, is used to secure a rope to a hook. It can be made quickly and, when tied properly, is secure. Except when there is insufficient rope end remaining to make a bowline, it seldom is used. To tie a Blackwall hitch, make an underhand loop, slip it up over the hook, pull it tight around the back of the hook, then slide it down onto the hook. In tying the double Blackwall hitch, pass the strap around the hook and eye in the whip, as shown in figure 2-34. Make sure the standing part binds the bitter end at the back of the hook and in the hook, as shown. Notice that the bight stays around the eye in the whip and is not slid down onto the hook.
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2.7.1.12 Bar r el Hitch The barrel hitch may be used to hoist almost any bulky object, but it is particularly useful in hoisting barrels, drums, and boxes without tops. To tie this hitch, pass the line under the bottom and tie an overhand knot, as shown in view A of figure 2-36. Pull enough slack into the knot to enable you to drop the knot down around the side of the object to be hoisted. The part of the hitch encompassing the object always should be located above the center of gravity, as shown in view B. Tie a bowline at the top, making certain that the hoisting part comes out of the eye (views B and C). A long object of small diameter that must be hoisted from or lowered through a restricted opening can be handled as shown in view C. The first overhand knot should be looped down low to keep the hitch from slipping from under the bottom. The second overhand knot is looped near the top. If the center of gravity is near one end of the object, that end should be at the bottom, if possible.
Figure 2-36 Barrel hitch
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2. Pass the bitter end around the hook and then back through the loop.
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To tie a monkey fist, start as in view A in figure 2-39, taking a set of turns around your hand. Then slip this set off your hand. Holding it as shown in view B, run the bitter end over your thumb, and down, under, and around the first set. Complete this set of turns. The last set of turns goes around the second set and through the first set, as shown in view C. Notice that the first turn of the last set serves to lock the first two sets in place. Complete the last set of turns. Lighten up by working the slack back toward the standing part. Keep enough bitter end to secure with a half hitch and a flat seizing (view D). In a properly tied monkey fist, the ends come out at opposite comers on top, as shown in view D.
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2.7.2.4 Shor tening a Sling To shorten a sling, grasp the sling in your left hand, palm up, thumb pointing away from the center of your body. The standing part, or part around the load, leads out of the thumb side of your hand, as shown in view 1 of figure 2-41. Notice how the sling lays across the right wrist. Next, twist your left wrist so that your thumb points toward the center of your body. Reach across with your right hand and grasp the part of the sling coming out at the little-finger side of the left hand (view 2). Twist your left hand back to its original position and flip the part of the sling that was across your right wrist down between your hands, as shown in view 3. Now put the two bights together and slip both over the hook, as shown in view 4. This also forms a knot, sometimes called a millers knot, used to tie the tops of bags. It can also serve as a handcuff knot or be used to lash two spars or poles together. When properly tied and pulled tight, it will not slip.
Figure 2-41 Shortening a sling
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To make a good tool for tightening a Turks head, cut the handle off a toothbrush and sharpen it to a flat, square-pointed end. Spend a few minutes making this pricker, and later you will save hours while tying a Turks head, because you can also use it as a needle when passing the second and third lays.
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Make a four-strand Turks head, as shown in figure 2-47. Start it, as shown in view 1, with two round turns and tuck the end under the second turn. Now turn your hand and tuck the end under again, leaving a bight, as shown in view 2. Go over the next part, turn your hand, go over again, and then through the bight left on the last turn. Take it over and under again, as shown in view 4. Once more, pass the end over and under, ending up with the bitter end alongside the standing part, as shown in view 5. You can then follow around three or four more times to finish the work.
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Learning to add extra strands to a Turks head (that is, to make a six-strand Turks head from a four-strand, or a seven-strand from a five-strand) is not too difficult, but it is much easier for you if someone shows you the process. The key to this is quite simple, once you get the hang of it. We will use a four-strand Turks head for an example.
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2.8.6 Sennits Sennit, or braid, is made of small cord, such as cod line or Belfast cord, and is used to form ornamental lines or lanyards. A well-known book of knots describes and illustrates approximately 400 sennits, so do not be misled into believing that the four described below are the only ones or even all the basic ones. The first three have been chosen because they are basic and, with slight variations, will give you a wide variety to use. The fourth is one of the most attractive, as you will see when you braid a few inches of it.
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A variation of the flat, or English, sennit is to use any even number of strands. When starting to plait, take the outboard strand on one hand over the strand next to it and the outboard strand of the other hand under the next strand. When these two strands reach the center, pass one over the other before taking them in hand on the other side.
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Figure 2-56 Strands of unlaid canvas being square knotted into MacNamara lace
2.9.0 SEIZINGS Seizings are used when two lines or two parts of a single line are to be married permanently. This should be done with seizing stuff, which is generally rope-laid, tarred American hemp of 6, 9, or 12 threads. For seizing small stuff, however, sail twine is adequate. Many types of seizings were used for special purposes in old sailing ships, but the four described here should suffice for Seamen in modem ships. 2.9.1 Flat Seizing Flat seizing is light and is used where strain is not too great. First, as in all seizings, splice an eye in the end of the seizing stuff. Take a turn around the line, and pass the end of the stuff through the eye. Pull it taut and double the stuff back, taking several turns around the line. Then pass the end under the turns and again through the eye. Last, tie a clove hitch over the turns and between, the two parts of the line. See views A and B of figure 2-57 for the steps in making a flat seizing.
Figure 2-57 Seizings
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Shackles are moused whenever there is the danger that the shackle pin will work loose and come out because of vibration. Several turns are taken through the eye of the shackle pin and around the shackle itself with seizing wire in such a manner that the pin cannot turn.
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Lay the line in bights and seize together (view A). Next, unlay an old piece of 6- or 8inch mooring line and cut off three or four lengths of the strands ten times as long as your fender is to be. If you do not have any old mooring line that you can unlay, use some old 21-thread, or house line, round line, or ratline. (The size of the core determines the number of strands necessary; three strands are used in figure 2-59.) Pull the strands through the eye and even up the ends, as shown in view B. Put a temporary whipping on both ends to keep them from coming unraveled while working. Next, start tying wall knots, as shown in view C. View D shows the first row of knots completed and drawn tight.
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2.12.0 RATTAIL STOPPER Rattail stoppers are made in various sizes and lengths, depending on the jobs for which they are intended. A rattail stopper to be used on 6- or 8-inch mooring lines, for example, should be made from line at least 5 inches in circumference and should be about 10 feet long. Cut a piece of line about 12 to 14 feet long and splice a 6- to 8-inch eve in one end. About 3 or 4 feet from the eye (distance around bitt plus a foot or so), place a whipping. Unlay and comb out the sections of line from the whipping to the loose end. Separate the yarns into three equal parts, and gradually taper these parts by cutting out increasing amounts of fiber as you work toward the ends. Braid the parts into a flat-tapering strap. Place a whipping at the end to make the stopper ready for use. 2.13.0 WIRE ROPE Although wire rope may only have a few applications in some Navy ships, in others, wire rope is extremely important. Naturally, a BM can be transferred to one of these ships at any time; therefore, it is important that every Seaman studying for BM learn all that can be learned about wire rope. 2.13.1 Constr uction of Wir e Rope The basic unit of wire rope construction is the individual wire made of steel or other metal in various sizes. These wires are laid together to form strands. The number of wires in a strand varies according to the purpose for which the rope is intended. A number of strands are laid together to form the wire rope itself. Wire rope is designated by the number of strands per rope and the numbers of wires per strand.
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Wire rope may be fabricated by either of two methods. If the strands of wires are shaped to conform to the curvature of the finished rope before their laying up, the wire rope is termed preformed. If the strands are not shaped before fabrication, the wire rope is termed non-preformed. When cut, preformed wire rope tends not to untwist and is more flexible than the other.
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3/8 1/2 5/8 3/4 7/8 1 1 1/8 1 1/4 1 3/8 1 1/2 1 3/4
For more information on wire rope, you will need to go to NSTM, Chapter 613, Wire and Fiber Rope. This tech manual describes the areas in more detail than we could possibly cover.
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The lower platform of the accommodation ladder has additional parts that must be rigged. An H-Frame equipped with fenders is rigged to the outboard side of the lower platform. This H-Frame is where boats can come alongside to pick up or discharge passengers. The inboard side of the lower platform is fitted with ports called shoes, that when rigged hold the ladder in the proper position off the side of the ship. The shoes have pads attached to their ends to help prevent damage to the ship or the ladder. The lower platform also has turnbuckles, and in some cases, pendants to restrict the fore and aft movement of the ladder.
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3.1.0 DECK FITTINGS Deck fittings are the various devices attached to the hull that assist in handling the ship. The most common fittings are found around the weather decks. A brief description of some common deck fittings are as follows.
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3.1.2 Bitts Bitts, figure 3-4, are heavy vertical cylinders, usually arranged in pairs, which are used rranged for making fast lines that have been led through chocks. The upper end of a bitt is either larger than the lower end or is fitted with a lip to keep lines from slipping off accidentally. As bitts are required to take very heavy loads, extra frames are worked into their foundations to distribute the strain. Usually, there is a set of bitts forward and aft of each chock. When constructed in pairs, each bitt is sometimes called a barrel.
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3.1.4 Padeyes A padeye, figure 3-6, is a plate with an eye attached, welded to the deck to distribute the strain over a large area, and to which a block can be hooked or shackled. A padeye is also used in towing operations.
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3.1.6 Fenders Fenders protect the ship from contact with the pier or another ship. The most common ship fender is a pneumatic fender made of rubber, about 4 feet long and 3 feet in diameter. It should be positioned amidships at the extreme beam. This fender is normally the only one the ship rides against when it is alongside another ship. A number of additional fenders, depending on the size and type of ship, are kept ready on the forecastle and on the fantail. These are normally smaller pneumatic fenders or "homemade" manila fenders about 4 feet long and 1 foot in diameter. The Navy-type fender is shown in figure 3-8.
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3.3.2 Reeving Gantlines The best way to reeve your gantline for lowering is over a smooth surface. Never have your gantlines running over a sharp edge. Place chafing gear wherever the lines from your shackles cross anything sharp. The following safety precautions should be observed while crew members are working over the side: Lower one end of your partners stage at a time while your partner keeps the other side secured. Warn your partner before making moves that may jar the stage. Always wear a safety harness and lifeline when working on a stage. Always wear a life jacket when working over water. Keep clear of overboard discharges. Do not secure safety lines or gantlines to the stations that hold up the lifelines. Do not allow more than two persons on a stage at the same time. Secure tools to the stage with small stuff to prevent them from dropping.
3.3.3 Taking Soundings Soundings (measuring the depth of water) are taken when the ship is going into or out of port or approaching an anchorage. The hand lead is the most accurate means for obtaining soundings. It is used in shallow water and when the speed of the ship is slow. Even though ships today have modem depth-sounding equipment, lead lines are a mandatory piece of equipment and are routinely checked during inspections and refresher training periods.
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3.4.0 LIFELINES Lifelines are safety barriers to prevent personnel from falling or being washed over the side. When lifelines are removed for any purpose, the officers and petty officers concerned are required to ensure that emergency lines are rigged and that everyone has been cautioned to keep clear. In port, when personnel are working over the side, they are required to wear life jackets at all times. WARNING Personnel are not permitted to sit or lean on the lifelines at any time.
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Canvas usually is made up in bolts from 85 to 100 yards, but is issued by the linear yard, in widths from 22 to 72 inches. Even with the best of care, canvas is relatively short-lived, and for this reason, the Navy is using more synthetic fabrics. They not only are lighter and easier to stow, but also are rot- and mildew-resistant.
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3.5.6 Stitches and Their Uses The following are some of the common stitches that you will find useful in your work: Round stitch. The round stitch is the stitch most commonly used for joining two pieces of canvas. Turn back the edges, hold the pieces together, and send the needle through both pieces at right angles to the seam, as shown in figure 3-16. Flat stitch. A flat stitch is used when a strong seam is required, as on a paulin or a sail. Pencil a guideline 1 1/2 or 2 inches from the edge of each strip of canvas, depending on how wide you want the seam. Crease each piece on a line slightly less than halfway to the guideline. Make the folds away from the guidelines and interlock the folds (fig. 3-17). Interlocking the edges forms a watertight seam and keeps a ragged edge from showing.
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Baseball stitch. The baseball stitch is used to mend tears in light and medium canvas. Figure 3-18 shows how it is done. Keep enough tension on the thread to remove all loops and slack thread. Do not apply too much tension, however, because this tends to pucker or draw the seam out of line.
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3.5.7 Using Metal Grommets Several different types of metal grommets are in use, but the two that are most familiar are pictured in figure 3-20. The one in view A is called the eyelet-and-ring type, and comes in sizes 6 to 15, inclusive, with inner diameters from three-fourths of an inch to 2 inches. View B shows the spur type. It comes in sizes 0 to 6, inclusive, with inner diameters from one-fourth to three-fourths of an inch.
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The proper way to insert the spur type of grommet is to push the eyelet part of the grommet through the hole in the canvas. Place the eyelet on the die and, the spur over the eyelet. The punch fits inside the eyelet, and when struck with a hammer, curls the edge of the eyelet down over the spur. Do not pound too hard on the punch, because that causes the grommet to cut through the canvas, and later it may pull out.
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3.5.9 Awnings Awnings are canvas or synthetic coverings spread over the decks of a vessel to protect the crew from sun and weather. The center of the awning is held up by a strong fore-andaft wire rope jackstay supported by intermediate stanchions. There may be a wooden strongback in place of the jackstay. The edges of the awning are hauled out and secured to ridge ropes along the rail. The ridge ropes in turn are supported by specially braced stanchions that usually can be taken down when the awnings are not in use. Edges of some awnings are secured to the ridge rope by lacings reeved around the ridge rope and through grommets in the awning or awning hooks sewn to the bolt ropes. Other awnings are equipped with stops and earrings spliced into the grommets. Earrings are larger and longer than the stops and are spliced at the corners and in the grommets that line up with the stanchions. When spreading an awning, haul it over the jackstay and spread it out fore and aft. If the awning is large and heavy, it may be necessary to rig a block and tackle to haul it taut. Next, man and reeve off the earrings. Pull them taut and secure them temporarily to the ridge rope. Reeve off, set taut, and secure the stops temporarily to the ridge rope. It will be necessary to go back and tighten all stops and earrings to take the sag from the awning. Earrings and stops are secured by wrapping the bitter ends around the parts reeved through the grommets and around the ridge rope, tucking the ends between the parts. During rains, awnings must be housed to allow them to shed water better. This is done by casting off two or more stops between earrings and securing them tautly to the lifeline. When awnings are secured by lacings reeved through grommets, it is almost impossible to house them. It may be to your advantage to replace the lacings with earrings and stops.
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Boatswains Mate, NAVEDTRA 14343A UNCLASSIFIED 4 GROUND TACKLE, TOWING, AND SALVAGE
Learning Objectives After you finish this chapter, you should be able to do the following: 1. Describe and identify ground tackle and related appendages. 2. Describe the recovery and loss of ground tackle and explain the proper way to report loss of ground tackle. 3. Describe anchoring and mooring. 4. Explain the following: scope of chain, weighing anchor, and mooring to a buoy. 5. Describe the purpose of, capstans, winches, and windlass. 6. Describe how to tow a ship and be towed. 7. Identify: passing the tow, getting in step, dropping the tow, and towing a target. 8. Describe all salvage operations and the purpose for salvage. 9. Identify the following areas of salvage; rescue salvage, harbor salvage, offshore salvage, combat salvage, salvage planning, and salvage methods. 4.0.0 INTRODUCTION Boatswains Mates are responsible for the ships ground tackle and towing gear. The different types of anchors, the various parts that make up the anchor chain, the care and maintenance of ground tackle and the handling equipment are covered in this chapter. We describe the procedures in letting go and weighing a single anchor and discuss the sequence of events in mooring to a buoy. In addition, we cover a ships ability to tow, as well as being towed, including high-speed target towing. We also cover a little bit about salvage. 4.1.0 GROUND TACKLE The Naval Ships Technical Manual (NSTM), Chapter 581, states that ground tackle is the equipment used in anchoring and in mooring with anchors. Ground tackle includes the following: Anchors Anchor chain, wire rope, synthetic rope, or combinations of these materials when used with anchors Appendages, consisting of connecting shackles or links, detachable links and end links, bending shackles, mooring swivels, detachable link tool sets, clear hawse pendants, dip ropes, chain stoppers, wrenches for chain stoppers, outboard swivel shots, chain cable jacks, anchor bars, and anchor marker buoys
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Stockless anchors are easy to stow and, for this reason, were adopted by the Navy. Three designs of stockless anchors are in use on naval ships: the commercial stockless anchor, the standard Navy stockless anchor, and the Mark 2 stockless anchor. (See fig. 4-1, views A, B, and C.) The essential differences in these anchors are in the length of the flukes and chors in the holding power. The Mk 2, with its long flukes, has the greatest holding power. It is made in the 60,000-pound size for use aboard the larger aircraft carriers. The commercial stockless anchor has the least holding power and the shortest flukes.
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The two-fluke balanced-fluke anchors (view A of fig. 4-3) are used for anchoring some surface ships and the newer submarines. This anchor is normally housed in the bottom of the ship. This anchor is used on surface ships where the ships conventional anchors interfere with the ships sonar dome. Navy-type stock anchors are used chiefly as boat anchors, in sizes below 150 pounds (view B of fig. 4-3). A variation of this anchor, with only one fluke, is used as an ice anchor. Mushroom anchors (view C of fig. 4-3) are used by some older submarines and for special purposes, such as moorings for buoys and torpedo-testing barges. They are mushroom-shaped with a shank projecting from the center of the cupped side.
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4.1.1.1 Identifying Anchors Each anchor of over 100 pounds ordered by the Naval Sea Systems Command is assigned a serial number, which is cast or cut into the anchor before it is delivered. Serial numbers are found on the crown of the old-fashioned anchors, on the flat of the crown of the stockless anchors, and on the shank of the lightweight anchors. These numbers must be recorded in your anchor log. Be certain to record the proper numbers. Do not confuse these numbers with other figures, such as the weight of the anchor. 4.1.2 Chain and Appendages Modem Navy anchor chain is made of die-lock chain with studs. The size of the link is designated by its diameter, called wire diameter. The Federal Supply Catalog lists standard sizes from 3/4 to 4 3/4 inches. Wire diameter is measured at the end and a little above the center line of the link. The length of a standard link is 6 times its diameter, and its width is 3.6 times its diameter. All links are studded; that is, a solid piece is forged in the center of the link. Studs prevent the chain from kinking and the links from pounding on adjacent links. Anchor chains furnished in time of war have been of all types: wrought iron; BBB close link steel; die-lock chain, forged and welded; stud-link; and cast steel. Die-lock chain is standard in the Navy today.
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Chain Swivels - Chain swivels (fig. 4-7) are furnished as part of the outboard swivel shot. They minimize kinking or twisting of the anchor chain.
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Riding, Housing, and Towing Chain Stoppers - Riding and housing chain stoppers consist of a turnbuckle inserted in a short section of chain with a slip or pelican hook attached to one end of the chain and a shackle at the other end. The housing stopper is nearest the hawsepipe, the riding stopper is farther aft. These stoppers are secured by the shackles to permanent padeyes on the vessels deck. Chain stoppers are used to hold the anchor taut in the hawsepipes, to ride at anchor, or to hold the anchors when the anchor chain is disconnected for any reason. When in use, a stopper is attached to the anchor chain by straddling a link with the tongue and strongback of the pelican hook. When riding to anchor with more than one stopper on the chain, equalize the strain on the stoppers by adjusting the settings of the turnbuckles.
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Towing chain stoppers are similar to riding and housing chain stoppers, except towing chain stoppers have locking plates added. (See fig. 4-10.) These locking plates prevent the towing chain stopper from unscrewing when subjected to the shock loading of the towing hawser. Towing chain stoppers should be used whenever the ship is being towed.
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Mooring Swivels - Forged steel swivels, with two links attached at each end, are used to moor with two anchors. They are inserted in the chain outboard of the hawse and serve to keep the chain from twisting as the ship swings. Mooring swivels should be attached in the chain with the eye-end outboard, or down, to prevent them from hooking on the outer lip of the hawse when they are heaved back aboard. However, most ships today have large rounded lips on the hawsepipes, making it unlikely that a reversed swivel will catch. A mooring swivel is shown in figure 4-12.
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Clear Hawse Pendants - A wire rope pendant, 5 to 15 fathoms long, with a thimble at one end and a pelican hook attached to a length of open-link chain fitted in a thimble at the other end. It is used in clearing a hawse fouled by the anchor chain. (See fig. 4-14.)
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The shipyard sends copies of the report of its investigation to NAVSEA and to the ship involved. 4.3.0 ANCHORING AND MOORING Letting go a single anchor is perhaps the simplest way of securing a ship to the bottom, and when the holding ground is good, the ship should ride easily in bad weather, provided an ample scope of chain is used. One disadvantage is that in a strong current, or in a gale, the ship may sheer considerably. Also, when a ship is anchored, it swings to the combined efforts of the wind and current. Therefore, it is necessary to have an unobstructed area equal to the length of the ship plus the scope of chain used. If, for some reason, the anchorage does not afford such an area, the ship must be moored. A ship is moored when the port and starboard anchors are down at a considerable distance apart and with such scope of chain on each that the ship is held with its bow approximately midway between them. A ship moored requires an unobstructed area reduced to a circle with a radius only slightly larger than the length of the ship. Mooring to a buoy is another way of securing a ship. The buoys are usually anchored with a three-point moor. This requires the ship to use only its anchor chain forward and, if it is mooring bow and stern between two buoys, also use a mooring line aft. The radius of swing is limited to the ships length and the scope of anchor chain veered or the area between the two buoys. In this section, we will cover the equipment used and the personnel involved in letting go a single anchor. Mooring with more than one anchor is covered in other training manuals for Boatswains Mate and in ship-handling books and courses. 4.3.1 Anchoring The ships first lieutenant is responsible for the evolution on the forecastle while the ship is anchoring and weighing anchor. Aboard most ships, the first lieutenants assistants are the ships Boatswain and Chief Boatswains Mate. In their absence, the senior BM of the division responsible for the ground tackle is the first lieutenants assistant. An EN (Engineman) or MM (Machinists Mate) is present to operate the anchor windlass, and an EM (Electricians Mate) must be in the anchor windlass room to take care of any electrical failure. The first lieutenant has a telephone talker, whose duty is to relay orders and information between the forecastle and the bridge. The BM in charge of the anchor detail musters the detail and ensures that all necessary gear is available. Several Seamen, whose duties are discussed later, are required also.
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On ships with two wildcats, both anchors are made ready for letting go. While this is being done, the telephone talker receives from the bridge such information as the anchor to be used, depth of water, type of bottom, scope of chain to be used, and any other data pertinent to the operation. The exact procedures for making the anchor ready for letting go may vary, but the following tasks must be performed: The first lieutenant or the Boatswains Mate in charge must give a safety briefing. All personnel involved in the anchoring evolution must be in the proper uniform; that is, with trouser legs tucked in, wearing hard hats with chin straps, and wearing safety goggles. Only necessary personnel will be allowed on the forecastle. The Seaman tending the lead line, in addition to wearing a hard hat, must wear a safety harness and life jacket. All personnel should be quizzed about their jobs, and they must be exact in their answers. The windlass is tested; the anchor in the hawse is freed. The anchor will be walked out if anchoring in deep water or if the bottom is rocky; otherwise, the brake is set and the wildcat is disengaged. All but one stopper is taken off, and the anchor buoy is shackled to the chafing chain or pendant. The chain locker is checked for any loose gear that may become wedged in the chain pipes or come flying out, endangering the personnel on deck. While the anchor detail gets the ground tackle ready, the Quartermasters on the bridge take bearings, and the navigator plots the bearings on a chart and advises the conning officer of the ships position. Distances to the anchorage are relayed to the forecastle. In letting go by the stopper, the weight of the anchor must be on the stopper. The brake will be released on the command STAND BY. In letting go by the brake, the weight of the anchor is on the brake and the stopper with the windlass disengaged. The stopper is taken off at the command STAND BY.
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One or more large shackles over the buoy wire serve as trolleys. Connect the chain to the trolley by a short wire strap passed around the stud of a link near the bitter end. Enough chain must hang free to allow it to be shackled easily to the mooring ring. Connecting it to the fourth or fifth link usually provides the proper amount of free-hanging chain. Other preparations on deck are much the same as for the ordinary method of mooring to a buoy, except that sufficient chain for the maneuver is roused up and allowed to hang in a bight
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WARNING Make sure you have at least one stopper set up on the anchor chain anytime you engage or disengage the windlass. Ships with two separate brakes (hydraulic and manual) must have both brakes set, or one brake and one stopper must be set prior to engaging or disengaging the anchor windlass. Engage and use the wildcat while you are rousing out or restowing the anchor chain. Always wear safety goggles, safety shoes, safety helmets, and gloves. Always wear an approved life preserver on a barge or pier while you are rousing out or restowing the anchors or anchor chain. Ensure that while the anchor is being lowered for inspection or overhaul, personnel working on the drydock floor, barge, or pier always stand well clear. During rousing out or restowing operations, never step over or straddle the anchor chain. During rousing out or restowing operations, never stand between the chain and the side of the ship. When attaching hauling-in and easing-out lines, use rope preventers and stops that are large enough to support the load.
Before disconnecting the anchor chain for any reason, always take the following precautions: 1. To prevent accidental dropping of the anchor caused by inadvertent tripping of the chain stopper when disconnecting the anchor chain for any reason, back up the chain stopper with a wire rope preventer. 2. To prevent the chain from running back into the chain locker, secure the chain above the chain pipe with a wire rope pendant or steel bar. CAUTION Ensure the wildcat is engaged and the wire rope or bar is removed before operating the windlass.
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4.3.6 Cranes, Capstans, Winches, and Windlasses Only personnel who have been instructed in the duties required and are authorized specifically by the first lieutenant are allowed to operate cranes, capstans, winches, and windlasses. A list of authorized operators is kept in deck department office. Except in an emergency, operation of the machinery is supervised by either a responsible officer or a petty officer. The method of operation and necessary special instructions are posted at the place of operation. Safety guards must be kept in place around windlass crossheads, cogwheels, or other moving parts.
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Figure 4-17 Typical bow chafing chain arrangement for being towed
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4.4.2 Towed-Ship Rigging Procedure The towed ship rigs for being towed by breaking the anchor chain inboard of the swivel shot. The anchor not in use is secured in the hawsepipe by a chain stopper and a preventer made of wire. The wildcat brake is set up. When the chain pipe has a compressor, it is used to keep the chain from falling back into the chain locker; when there is no compressor installed, a bar through the chain and across the chain pipe can be used for this purpose. The chain is then moved over in alignment with the bow chock. It will be hauled through the bow chock later by the towing hawser as a strain is taken on the hawser by the towing ship. The connector fittings are standard rigging and detachable links of the size of chain being used. The towing hawser is either wire, the size and length of which is according to the ships plans, or synthetic hawser 600 feet long. Attached to the hawser is a messenger made up of 100 fathoms of 3-inch line and 50 fathoms of 1 1/2-inch line. (For a 10-inch circumference or larger hawser, use the 4-inch in place of the 3-inch.) Two 100-fathom lengths of 6-thread or g-thread line is attached to the 1 1/2 line and ran outboard on both sides of the ship; then the 6-thread line is attached to the shot line, reducing the weight on the shot line while the messenger is passed to the receiving ship. The hawser and messenger are faked out and stopped off to a strongback, with turns of 21-thread line running over a chop block to provide constant control while paying out the hawser. These stops are cut on command as the hawser pays out. A retrieval line is connected to the anchor chain end of the towing operation to retrieve the towing hawser. The same procedure is followed on the towing ship, except the pelican hook is rigged to the hard point, and the chafing chain to the pelican hook, fair-led out the stem chock. You will notice that we have referred to the ship to be towed as being the provider of the rig.
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The messenger is secured to the towing hawser as shown in figure 4-20, view A; or if a wire hawser is to be used, it may be modified as in view B. If desired, a third method may be used; that is, a strap is eye-spliced, as an extension to the messenger, and a shackle used to make the connection between the messenger and strap, which is secured to the hawser as in view A.
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4.4.3 Approaching the Tow The position the towing ship takes in relation to the tow depends on which vessel drifts faster. When the towing ship drifts faster than the tow, the towing ship takes position forward and to windward. When the tow drifts faster, the towing ship takes position ahead and to leeward. The idea is that one ship drifts past the other, allowing more time for passing and hooking up the towline. The towing ship always ensures there is plenty of room to maneuver. If a normal close approach cannot be made, because of sea conditions, the towline messenger may have to be buoyed with life jackets and floated down to the tow. Often, however, the approach is close enough to use heaving lines, so there should be three or four heaving lines on deck, as well as a line-throwing gun and bolos. 4.4.4 Passing the Rig The end of the towline messenger is passed as soon as possible to the towing ship. During the approach, personnel on the towing ship are stationed at intervals along the deck to receive the towline messenger. Once the messenger is received, the end is led through the stern chock and run forward. You may take the messenger to a capstan, but this method is much slower than heaving it in by hand until a heavy strain is taken. The final hauling of the towing hawser is usually done by the capstan. Once the end of the towing hawser is aboard, the seizing that secures the coupling to the messenger is cut, and the towed ships hawser is connected to your hawser. A stopper is bent onto the hawser; the messenger is
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The Williams target is towed from a synthetic bridle shackled to the inboard sides of the catamaran hulls. The two bridle legs are joined by either a joining shackle or a triangular flounder plate. A 30-foot pendant of synthetic line is also shackled to the flounder plate. The pendant is shackled to the main synthetic towline. The main towline is usually a 3inch-circumference, double-braided nylon rope. The required length is about 4,500 feet. It is important that a nonrotating line be used in this application. If a three-strand line were to be used, the torque generated would list the target and might cause a damaged sled to capsize.
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ALWAYS Always step up speed three to five turns at a time until towing speed is reached. Always have an anchor on the tow ready for letting go. Always set a towing watch on both ships. Always provide emergency means for cutting a towline (axe and chop block for hawser or cutting torch for wire). Always keep unnecessary personnel from the vicinity of the towline. Always have personnel involved in rigging and unrigging towing gear and handling lines wear life jackets, safety helmets, and safety shoes. Personnel handling messengers and synthetic towlines may wear gloves, and personnel handling wire rope must wear gloves. Rings, loose clothing, and so on, should not be allowed to be worn. Always remember that the long catenary in a towline acts as a spring inserted in the hawser. Until that spring reaches its total extension (that is, until the towline rises out of the water and becomes taut), there is no danger of parting it unless it hangs up on the bottom.
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4.5.3 Salvage Planning The salvor makes an estimate of the situation immediately upon arriving at the scene of a stranding. The salvor must determine whether the proper steps have been taken to secure the ship, thus preventing it from moving further inland, pounding, or broaching. As soon as the salvor is satisfied that the wreck is safely anchored or ballasted, steps are taken to determine, as accurately as possible, the exact physical position of the vessel, how the stranding occurred, and complete weather and current information. Soundings are taken along the sides of the vessel and in the entire grounding area. These soundings provide the basis for deciding on the direction of pull when the time comes to refloat the vessel. The next step after the initial investigation is to gather additional information. The salvor must know the equipment available on the wreck; the number, capacity, and location of the ships winches; available power; range of tide; removable weights; the speed and course of the vessel at the time of grounding; the size and weight of the vessel; disposition of cargo; location and extent of hull damage; and so forth. With this information, the salvor can decide on the best method(s) of salvage and, if beach gear is available, develop a layout plan. These methods must always be approved by the commanding officer of the stranded vessel. 4.5.4 Salvage Methods It is beyond the scope of this text to discuss more than a few of the more common salvage methods. In fact, the number and variations of these methods depend only on the ingenuity, skill, and experience of the salvage crew. The methods treated here are applicable in most stranding situations.
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If the grounded ship has no power and a small crew, the towline also should be buoyed. It may be impossible for the crew to heave in a heavy towline that is dragging across rocks or through sticky mud. Some suggested buoys are empty oil drums, inflatable rubber or plastic floats, shoring timbers and, if nothing else is available, life jackets. The number needed will depend upon the weight of the towline and the amount of water the buoys will displace. An empty oil drum, for example, displaces over 400 pounds of water, and a 2-inch wire rope with a fiber core weighs approximately 6 pounds per linear foot. A drum every 60 to 65 feet would be adequate in this case. The stranded ship must be ready in all respects to attach the towline. In addition, it must be ready to let go an anchor after it clears the beach. Stranded ships sometimes come off the beach with a bound and can run down the towing vessel unless an anchor is used to prevent it. After the towline is secured on the stranded ship, run out far enough to provide a good catenary in the towline. Then attach a Liverpool bridle (fig. 4-24) to the towline by means of the carpenter stopper (fig. 4-25).
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Moving the wreck is slow, and little distance is gained in the beginning. But, ships hard aground have been moved by the wrenching method. The tug should be ready at all times to tow the vessel clear of the beach when it is pulled free. BEACH GEAR - Beach gear provides the most effective force that can be used for refloating stranded vessels. In general, it consists of a complicated arrangement of anchors laid out offshore and connected to the stranded vessel by strong wire ropes. The ships winches can obtain a heavy strain on the wires by using purchase gear. A beach gear layout is composed of a number of individual sets of gear. Deck space available on the stranded vessel for purchase gear layout is the only limiting factor to the total number of sets that can be used. One of the most important phases of using beach gear is developing a complete layout plan. This plan is the responsibility of the salvage officer and should include all of the following information: Position of the wreck Soundings in the area Line of direction of each set of beach gear Layout of purchase gear aboard the wreck Pumping plan for flooded spaces Procedure and sequence for casting off beach gear A planned course of action after refloating
The layout plan, in addition, covers all phases of the pulling operations, including wrenching of the vessel before the final heave. The salvage officer must ensure coordination in all phases of the refloating operation.
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Outfit items, also known as equipage for boats is defined as required equipment that is not permanently installed onboard the boat or craft, and may include required safetyrelated items. Examples of this type of equipment include, but are not limited to: Ropes Boat hooks Fiberglass or inflatable tube repair kits Starting or other batteries Anchors Canopies, canopy bows, covers and cushions (Initial outfit only - Local support thereafter)
For a complete list of equipment required in your boats, consult your activitys COSAL, NSTM 583, and OPNAVINST 3120.32 (series), Standard Organization and Regulations of the U. S. Navy. A copy of each boats outfit should be available to the boat coxswain and the division BM. It is also a good idea to enter the list in the front of the boat log.
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If the sea is at all rough, there should be at least four steadying lines on the boat - two at each end (one leading well forward, one aft) and the other two inboard. If the position of the boat in its skids allows, the sea painter should be attached to the boat before hoisting. Often, however, you will find it necessary to swing the boat to the rail before you can secure the sea painter in the boat. When you are ready to hoist away, set the whip or falls taut, release the gripes, and station personnel around the boat to steady it until it is clear of the skids. Hoist the boat just high enough to clear the rail, then swing it over the side. Stop the boat at the rail for the crew to board it (and when hooking it in, have the crew disembark at the same place). Adjust the sea painter so that when the boat is in the water, the boat tows from the sea painter - not from the whip or falls. While the boat is being lowered, rig two or more ball fenders and lower them down the ships side, keeping pace with the boat. Have the personnel on the steadying lines prevent the boat from swinging.
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A davit arm locking mechanism is designed for locking the arm in one of two positions. The first (LOCKED) position prevents racking of the davit arms and strongback when the vessel is under way. The other is a READY position. The winch is capable of hoisting the fully loaded boat at a speed of 40 feet per minute. The single-arm gravity davit is used today on DD, CGN, and FFG class ships. It allows a superior boat-handling procedure and permits the extension of rescue boat handling to higher sea states than considered safe with conventional double-arm davits. The main features of the single-arm davit that permit this improvement are as follows:
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A typical trackway, single-arm boat davit arrangement is shown in figure 5-3. A single part fall is rove from the single davit head, through a hydraulic ram hoist, to an electromechanically driven single-drum winch. The ram hoist is operated by hydraulic fluid from a nitrogen-charged accumulator and is actuated with a control valve located at the control console.
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5.3.2 Slewing Boat Davit Slewing boat davits have a single arm mounted on a pedestal, which in turn is mounted to ounted the ship. The arm slew rotates about the vertical axis of the pedestal to move the boat inboard and outboard. This boat davit design, commonly called a slewing arm davit (SLAD), is used to handle rigid hull inflatable boats (RHIB). The boat or boats is/are stowed on the deck of the ship next to the pedestal. The slewing boat davit is electrically powered and it is also a mechanical boat davit (fig. 5-5).
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While you are preparing to hoist in a boat, the falls can be lowered within reach of the personnel in the boat. When the boat is in position, a person can pull the hook down and hook on. The weight of the pivot arm prevents the hook from flopping around if the boat rolls or pitches. When it is unhooked, the tensioning device hoists the hook clear of the boat. HOISTING IN - You recover the boat by slamming the hook against the boat bail. When the hook tripper bill is latched, you can rapidly raise the boat clear of the water. You then use the winch to raise the boat and davit arm to the stowed position. You cock the extended ram to the retracted position by continuing to haul in the wire rope with the winch.
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Rigging the boat boom is a simple matter. Ladder, guys, and guess-warp are attached, and the guys are led out fore and aft. The after guy usually is marked at the point where it secures, then it is made fast at this point first. Next, the boom is started out by a shove with a boat hook, or anything else suitable, and the forward guy is heaved around until the after guy is taut and secured. You will find it easier to climb the Jacobs ladder hand over hand from one side, as you would climb a rope, instead of facing it as you would a rigid ladder. Be certain you have a good hold on the life line before you transfer from the ladder to the boom, and keep hold of it as you come in to the side. If you fall off, you are as likely to injure yourself against the boat as you are by falling in the water. Always wear a properly secured life jacket when you travel over the boom. You may be a good swimmer, but you cannot swim if you are unconscious.
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These lifeboats come packed in rigid fiber glass containers and are complete with survival gear and rations inside the lifeboat. These containers are then stowed in cradles or racks designed to accommodate them aboard ship. 5.5.3 Characteristics of Inflatable Lifeboats The MK6, MK7, and MK8 inflatable lifeboats are designed for compact stowage aboard ship and for quick inflation if it becomes necessary to abandon ship. The lifeboats may be inflated by pulling on the sea painter, which extends through the opening at one end of the container. The sea painter is faked into a tube inside the carrying case, and the entire length must be pulled out of the container to activate the inflation valves.
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5.5.7 Securing Harness The lifeboat is held securely in its stowage by three assemblies in one. A hydrostatic release mechanism, a plastic-coated wire-rope harness, and a 1/4-inchdiameter double braided nylon cord. The 1/4-inch nylon cord is provided as an emergency means of launching the lifeboat in case the hydrostatic release device is frozen or inoperative. No substitutions of the nylon cord is authorized. It is attached to the shackle on the hydrostatic release device by means of a bowline. The bitter end is passed through the thimble of the wire-rope harness, then back through the shackle five turns, and secured with a clove hitch and two half hitches. In an emergency, if the gear fails to work as designed, the nylon cord is easily cut with a knife. Figure 5-10 shows a properly secured lifeboat. Ref PMS card
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5.5.8 Painter Line The painter line for automatic launching of encapsulated lifeboats is 100 feet long and faked inside the container to actuate the air inflation bottles. The following five-step procedure is recommended: 1. Remove the painter cork from the lifeboat container grommet. 2. Determine the length required for the painter to reach from the lifeboat to where it will be fastened to the ships structure. 3. Tie an overhand knot in the painter line at the point determined above and immediately on the inside of the container next to the cork. (See fig. 5-11.) 4. Reinstall the cork securely into the grommet. 5. Fasten the painter securely to the ships structure at a point accessible to the person launching the lifeboat.
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5.5.9 Maintenance and Repair of Lifeboats Minor and major repairs to the Mk 5 Mod 2 and Mk 6 lifeboats are accomplished only by certified repair facilities. A repair facility is any NAVSEA-approved activity designated to accomplish minor and major repairs, inspection, maintenance, and survey of inflatable boats. Inflatable lifeboats and lifeboat stowages aboard ship must have periodic planned maintenance following the appropriate maintenance index page (MIP). The container banding must be inspected to assure that both bands are intact. In the event that the bands have been parted or tampered with or that the container has been damaged extensively, the boat must be removed to a repair facility for inspection, repaired if necessary, repacked, recertified, and returned to shipboard stowage. NOTE In some instances, nylon straps may be present instead of cables. The straps must be replaced with nylon-covered, corrosion-resistant steel (CRES) cables.
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The display of the national ensign, personal flags and pennants, bow insignias, hails and replies, and boat calls are covered in ATP I Volume 2 FLAGS, PENNANTS, AND CUSTOMS, and will not be repeated here.
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Strong winds affect backing ships and boats. Ships with high superstructures forward, as well as many boats, will back into strong winds. Until you discover differently, however, assume that a boat will back to port.
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6.4.3 Starboard-Side-To Landing Making a starboard-side-to landing is a bit more difficult than making a landing to port. The angle of approach should always approximate that of a port-side-to landing. Speed, however, should be slower to avoid having to back down fast to kill headway, with the resultant swing of the stem to port. A spring line should be used when you are working the stem in alongside the pier. Get the line over, use hard left rudder, and kick ahead.
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6.4.5 Getting Underway From a Pier When you are coming alongside, procedures for getting under way depend upon which side of the pier the boat is located, as well as the state of current, wind, and so on.
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6.4.5.2 Port-Side-To The easiest way to clear a port-side-to landing is to use the bow line as a spring line. Cast off the stem fast, give the boat left full rudder, and kick ahead until the stem is well clear. Then cast off the spring line and back out of the slip. You can use another method of clearing the pier by following the maneuvers in figure 6-7.
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The bow hook must be rescue swimmer qualified. All other personnel in the boat must be qualified second-class swimmers. The maximum number of personnel authorized during hoisting is seven, lowering is six. NOTE In an emergency situation, where human life is in jeopardy, the number of personnel authorized during hoisting (seven persons) can be increased to save the lives of the survivors. All personnel should be debarked at the rail or the lowest weather deck with the exception of the boat crew personnel required for hoisting in the boat. The lowering of boats while under way is described in chapter 5, so the topic is not discussed here. However, if you stand BM watches or if you are coxswain of a lifeboat, make certain that you know the procedure for lowering lifeboats on your ship. If a person goes overboard and it is necessary to use a boat for recovery, you must know the recovery procedures. Quick recovery is particularly important in cold water in which a person can live only a few minutes. Time must not be lost; the person may be dying.
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You should approach a person in the water from downwind, so that the boat is not blown on him/her. Make the last part of the approach with the engine stopped, and attempt to make the recovery at the bow. If possible, try to avoid having the screw turning over in the vicinity of the person.
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Ships Heading Magnetic 000 015 030 045 060 075 090 105
Dev.
14 W 10 W 5 W 1 W 2 E 5 E 7 E 9 E
Deviation Table Ships Dev. Heading Magnetic 120 15 E 135 16 E 150 12 E 165 13 E 180 14 E 195 14 E 210 12 E 225 9 E
Ships Heading Magnetic 240 255 270 285 300 315 330 345 360
Dev.
4 E 1 W 7 W 12 W 15 W 19 W 19 W 17 W 14 W
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Variation and deviation are always given as EASTERLY or WESTERLY errors, and when you are CORRECTING (converting from compass to true), ADD easterly errors, and SUBTRACT westerly errors. When you are UNCORRECTING (converting from true to compass), SUBTRACT easterly errors, and ADD westerly errors. Suppose the true course, taken from a chart, is 095; variation taken from the same chart is 2 westerly; and deviation, taken from the deviation table is 3 westerly. Now work the problem. Put down the things you know as follows: C D 3W M V 2W T 095
Do not forget the W (for westerly) or E (for easterly); otherwise you will not know whether to add or subtract the error. Now, true course was given, and you want to find compass course. You are uncorrecting; therefore, you add westerly errors and subtract easterly errors. Both errors are westerly, so you add them both. C 100 D 3W M 097 V 2W T 095
Compass course is 100. Now, solve a problem converting compass course to true course. You have given: compass 193, variation 7 easterly errors, and deviation 2 westerly. This time we are correcting; therefore, add easterly and subtract westerly errors.
C 193 D 2W M 191 V 7E T 198
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6.7.2 Topmarks The IALA Maritime Buoyage System makes use of can, nun, spherical, and X-shaped topmarks only. Topmarks on pillar and spar buoys are particularly important to indicate the side on which they will be passed and will be used, wherever practical. 6.7.3 Lights Where marks are lighted, red and green lights are reserved for port and starboard or starboard and port lateral marks. Yellow lights are for special marks, and white lights are used for other types of marks, which will be discussed later in this chapter.
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The numbering or lettering of buoys is an optional feature. In the United States, fairway and channel buoys are always numbered odd to port and even to starboard, approaching from seaward. 6.7.5 Buoyage Regions As previously mentioned, two International Buoyage Regions were established under IALA. Navigational charts produced and printed after 1983 will indicate the buoyage region to which a chart refers. 6.7.5.1 Lateral Marks Used in Region A As shown in figure 6-12, International Buoyage Region A covers Europe and Asia with the exception of Japan, the Republic of Korea, and the Republic of the Philippines and Guam. The major rule to remember in this region is red to port when you are returning from seaward.
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Figure 6-14 IALA Maritime Buoyage System, International Buoyage Region A, port hand marks (buoys)
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Figure 6-15 IALA Maritime Buoyage System, International Buoyage Region A, starboard hand marks (buoys)
When a vessel is proceeding in the conventional direction of buoyage, a preferred channel is indicated by a modified port or starboard lateral mark at the point where a channel divides.
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Figure 6-16 IALA Maritime Buoyage System, International Buoyage Region A, preferred channel to port
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Figure 6-17 IALA Maritime Buoyage System, International Buoyage Region A, preferred channel to starboard
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Figure 6-18 IALA Maritime Buoyage System, International Buoyage Region B, port hand marks (buoys)
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Figure 6-19 IALA Maritime Buoyage System, International Buoyage Region B, starboard hand marks (buoys)
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Figure 6-20 IALA Maritime Buoyage System, International Buoyage Region B, preferred channel to port
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Figure 6-21 IALA Maritime Buoyage System, International Buoyage Region B, preferred channel to starboard
NOTE In buoyage Regions A and B, if marks at the sides of a channel are numbered or lettered, the numbering or lettering will follow the conventional direction of buoyage.
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6.7.6.1 Topmarks By day, topmarks are the most important features of cardinal marks. The arrangement of the cones must be memorized. For north, the point of each cone is up. For south, the point of each cone is down. An aid to help you memorize the west topmark is its resemblance to a wineglass. Cardinal marks carry topmarks, whenever practical, with the cones as large as possible and clearly separated. 6.7.6.2 Color Black and yellow horizontal bands are used to color cardinal marks. The position of the black band, or bands, is related to the points of the black topmarks. The black and yellow horizontal bands are used as follows: North - black band above yellow band South - black band below yellow band West - black band with yellow bands above and below East - black band above and below yellow band
The shape of a cardinal mark is not important, but in the case of a buoy, it will be pillar or spar. 6.7.6.3 Light Characteristics When lighted, a cardinal mark exhibits a white light. The characteristics are based on a group of quick (Qk) or very quick (VQk) flashes. These flashes distinguish it as a cardinal mark and indicate its quadrant. The distinguishing QK or VQK flashes are as follows: North - uninterrupted East - three flashes in a group South - six flashes in a group followed by a long flash West - nine flashes in a group
As a memory aid, associate the number of flashes in each group with a clock face (3 oclock - east, 6 oclock - south, and 9 oclock - west).
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A black double-sphere topmark is, by day, the most important feature of an isolated danger mark. Whenever practical, this topmark will be carried with the spheres as large as possible, mounted vertically, and clearly separated. Black, with one or more red horizontal bands, is used for isolated danger marks. The shape of an isolated danger mark is not significant, but, in the case of a buoy, it will be a pillar or spar. When a spar buoy is lighted, a white flashing light showing a group of two flashes, is used to denote an isolated danger mark. The association of two flashes and two spheres in the topmark may be a help in remembering these characteristics.
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Red and white vertical stripes are used for safe water marks. The vertical stripes are used to distinguish them from the black-banded danger marks. Spherical, pillar, or spar buoys may be used as safe water marks. Whenever practical, a pillar or spar buoy used as a safe water mark will carry a single red sphere topmark. When lighted, a safe water mark exhibits a white light. The phase characteristics of the light will be occulting, equal interval (isophase), one long flash every 10 seconds, or Morse A. The association of a single flash and a single sphere in the topmark may be a help in remembering these characteristics. 6.7.9 Special Marks A special mark (fig. 6-25) may be used to indicate to the mariner a special area or feature. The nature of the special area or feature may be found by consulting the chart, Sailing Directions, or Notice to Mariners. The uses of a special mark include the following: Ocean Data Acquisition System (ODAS), buoys carrying oceanographic or meteorological sensors Traffic separation marks Spoil ground marks Military exercise zone marks Cable or pipeline marks, including outfall pipes Recreation zone marks
Another function of a special mark is to define a channel within a channel (for example, a channel for deep-draft vessels in a wide-approach area where the limits of the channel for normal navigation are marked by red and green lateral buoys).
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Yellow is the color used for special marks. The shape of a special mark is optional, but it must not conflict with a lateral or a safe water mark. For example, an outfall buoy on the port hand side of a channel could be can-shaped but not conical. When a topmark is carried, it takes the form of a single yellow X. When a light is exhibited, it is yellow. The phase characteristics may be any except those used for the white lights of cardinal, isolated danger, and safe water marks. 6.7.10 New Dangers A newly discovered hazard to navigation, not yet shown on charts or included in Sailing Directions or sufficiently announced by Notice to Mariners, is called a new danger, The term new danger covers naturally occurring obstructions, such as sandbanks or rocks, or man-made dangers, such as wrecks. A new danger is marked by one or more cardinal or lateral marks following the IALA Maritime Buoyage System. When the danger is especially grave, it will be marked by marks that are identical until the danger has been sufficiently announced. When a lighted mark is used for a new danger, it must exhibit a quick flashing or a very quick flashing light. When it is a cardinal mark, it must exhibit a white light. When it is a lateral mark, it must exhibit a red or green light. The duplicate mark may carry a radar beacon (RACON), coded D (-..), showing a signal length of 1 nautical mile on a radar display.
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Figure 6-28 Section from Coast and Geodetic Survey Chart No. 400. (sample)
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A MEETING situation exists when, by day, the masts of each vessel, when viewed from the other, are in a line. At night, both sidelights of each vessel must be visible to the other. A CROSSING situation exists if each vessel has the other any place forward of 2 points abaft either beam (when it is not a meeting situation).
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You know that sidelights are not visible across the bow and are not visible from aft. Your conclusion must be that this is a meeting situation, and the rules say that both of you must alter course to starboard and pass port to port. The boat in view B is showing sidelights in a combination lantern, which is allowed for boats less than 20 meters (65.5 ft) in length, and is also bearing down on you from dead ahead, making this a meeting situation. We know this because the combination light is directly in line with the white light. Now assume that you saw lights as shown in view A of figure 6-31 about 20 on the starboard bow. Of the sidelights, you can see only the port, so you know the boat is approaching port-side-to. If the bearing does not change appreciably, you are on collision courses. The other boat is on your starboard side and therefore, is the stand-on vessel. You must alter course and/or speed to pass astern of it; consequently, a change of course to starboard is in order.
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A radio signal has been provided for the purpose of actuating the automatic alarms of other vessels and thus securing attention to distress calls or messages. The signal consists of a series of 12 dashes sent within 1 minute, the duration of each dash being 4 seconds, and the duration of the interval between two consecutive dashes being 1 second. 6.12.2 Island Rules Under Inland Rules, distress signals are divided into daytime and nighttime signals. The continuous sounding with any fog signal apparatus or the firing of a gun is a signal for both day and night. In addition, at night, flames on the vessel, as from a burning tar barrel, oil barrel, and so on, may also be used. Pilot Rules adds the daytime signal of slowly and repeatedly raising and lowering the outstretched arms. Boat crews of amphibious forces hold a life jacket aloft. We might add that no unusual signal or action should be ignored. Investigate to find out if the signaler needs assistance. 6.13.0 SUMMARY Remember that nothing in the Rules of the Road will exonerate any vessel, the owner, master, or crew, from the consequences of any neglect to carry lights or signals, station lookouts, or neglect to take any precaution that may be required by good seamanship. You must take the ordinary precautions - carry the proper lights, use good judgment in your speed, and take any precautions necessary to avoid danger to your boat and its passengers. Be careful on the water at all times and be safe
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7.1.2 How to Read Flaghoists The flags of a hoist are always read from the top down. When a signal is too long to fit on one halyard - when, in other words, it requires more flags than can be made into a single hoist - the signal must be continued on another halyard. When a signal is broken into two or more hoists, it must be divided at points where there can be a natural space without affecting the meaning of the signal. A complete signal or group of signals - whether on one hoist or on two or more adjacent hoists flying at the same time - is called a display. When displays of more than one hoist are raised, the separate hoists are run up, one by one, in the correct order. Do not try to run them up simultaneously. As a general rule, a signal too long to be shown completely on three halyards is made into two or more displays. When two or more displays are used, the heading must be hoisted on a separate halyard and kept flying while successive displays are made. When two or more hoists are flying, they are read from outboard in or from forward aft. Figure 7-2 shows how to read a three-hoist display from the top down and from outboard in.
Figure 7-2 Reading flaghoists
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Signals hoisted at yardarms of different heights are read beginning at the highest yardarm. When several hoists are displayed simultaneously from different points, they are read in the following order: (1) masthead, (2) triatic stay, (3) starboard yardarm, and (4) port yardarm. Terms used to describe the status of flaghoists are as follows: Close-up: A hoist is close-up when its top is touching the block at the point of hoist that is, when the hoist is up as far as it will go. At the dip: A hoist is at the dip (or dipped) when it is hoisted three-fourths of the way up toward the point of hoist. Hauled down: A hoist is hauled down when it is returned to the deck. Superior position: Any hoist or portion of a hoist that is to be read before another hoist or portion of a hoist is said to be in a superior position.
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If you wanted to send the signal CHARLIE BRAVO BRAVO CHARLIE, it would read from the top down: CHARLIE BRAVO SECOND SUBSTITUTE FIRST SUBSTITUTE The FIRST SUBSTITUTE has repeated the first flag in the hoist, and the SECOND SUBSTITUTE has repeated the second flag in the hoist.
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BRAVO
INDIA
JULIETT
FIVE
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Security precautions required for the use of the voice radio include the following: Use the circuit only for its intended purpose. Keep the number of transmissions to a minimum.
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7.2.2 Transmitting Technique The following is a guide for developing a good voice radio transmitting technique. ALWAYS: Listen before transmitting. Unauthorized breaking in causes confusion. Often, neither transmission gets through. Speak clearly and distinctly. Slurred syllables and clipped speech are difficult to understand. Speak slowly. Give the recorder a chance to write the entire message the first time. You will save time and repetition. Avoid extremes of pitch. A high voice cuts best through interference, but if too high, it is shrill and unpleasant. Speak naturally. Maintain a normal speaking rhythm. Transmit the message by phrases rather than word by word. Use standard pronunciation. Speech with sectional peculiarities is difficult for persons from other parts of the country to understand. Speak in a moderately strong voice. This technique overrides unavoidable background noises and reduces requests for repeats. Keep the correct distance (about 2 inches) between lips and microphone. Shield your microphone from noise-generating sources while transmitting. When practical, release the microphone button and pause momentarily between phrases. This procedure allows other stations with higher precedence traffic to break in. Adhere strictly to prescribed procedures as contained in ACP 125. Transact your business and get off the air. Preliminary calls waste time when communications are good and the message is short. It is unnecessary to blow into a microphone to test it or to repeat portions of messages unless repetition is requested.
NEVER: Never transmit near persons engaged in loud discussions. Extraneous noises cause confusion at receiving stations. Never hold the microphone button in the push-to-talk position until you are ready to transmit. Depressing the button blocks communications on the net. Never hold the handset loosely. A firm pressure on the microphone button will prevent unintentional release and signal interruption. Never send test signals for longer than 10 seconds.
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In naval communications, when the signals from the naval signal books are transmitted by R/T, the spoken (voice) equivalents of the flags that appear in the books must be used. Difficult words or groups within the text of plain text messages may be spelled out using the phonetic alphabet and preceded by the proword I SPELL. If the operator can pronounce the word to be spelled, he/she will do so before and after the spelling to identify the word.
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Numbers will be transmitted digit by digit except that exact multiples of thousands may be spoken as such. However, there are special cases, such as antiair warfare reporting procedures, when the normal pronunciation of numerals is prescribed and this rule does not apply. For example, 17 would then be seventeen.
Table 7-3 Numbers transmitted digit by digit Numeral Spoken As 44 FOW - ER FOW - ER 90 NIN - ER ZE-RO 136 WUN TREE SIX 500 FIFE ZE-RO ZE-RO 1478 WUN FOW - ER SEV - EN AIT 7000 SEV - EN TOU - SAND 16000 WUN SIX TOU - SAND 812681 AIT WUN TOO SIX AIT WUN
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There are occasions when tactical calls may be eliminated and the ships name used as a call. This normally is done, for example, by ships in port over what is known as the harbor common net. This circuit is used for passing weather information, instructions from the senior officer present afloat (SOPA), berthing instructions for ships entering port, and other like matters.
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The reply is in the same form: STRAWBOSSTHIS IS FOXFIREOVER. If two or more stations had been called, they would reply in alphabetical order of voice call signs. A collective call may be used when all, or most, stations on the net are addressed. When necessary, the collective call may contain the proword EXEMPT, followed by the call sign(s) of the station(s) exempted from the collective call. SKIDROW EXEMPT DITTYBAG THIS IS STRAWBOSS OVER Collective call. Exempt. Call sign of exempted station. From. Call sign of station calling. Go ahead; transmit.
ADAM, FOXFIRE, and SATAN answer in that order. In an abbreviated call, the call sign of the station called is omitted when the call is part of an exchange of transmissions between stations and when no confusion is likely to result. Example: THIS IS ADAMOVER
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ROGER
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Report of Readability CLEAR READABLE UNREADABLE DISTORTED INTERFERENCE INTERMITTENT Excellent quality. Quality is satisfactory. The quality of your transmission is so bad that I cannot read you. Having trouble reading you because your signal is distorted. Having trouble reading you due to interference. Having trouble reading you because your signal is intermittent.
7.2.7.9 Relay The proword RELAY, used alone, indicates that the station called is to relay the message to all addressees. Example: FOXFIRETHIS IS STRAWBOSSRELAYPRIORITYTIME ZERO NINER ONE ZERO ZULUFROMSTRAWBOSSTOADAM SATANBREAKREPORT NUMBER ROUNDS EXPENDED LAST RUNOVER
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Good judgment sometimes dictates that an operator accept a message rather than argue over authentication, even though doubt of its legitimacy exists. Such a message should be delivered promptly to the addressee with the operators notation that it was authenticated improperly. The decision governing its authenticity is made by the addressee.
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All metallic standing rigging is wormed, parceled, and served at splices and thimbles and in places where chafing is likely. Coverings, however, could conceal rust and other defects; therefore, they should be cut off and the splices and eyes carefully inspected when specified by the Planned Maintenance System (PMS). Before wire rope is served, it should be clean and bright, free from rust. Insulators on rigging should present clean surfaces. They should not be painted, tarred, varnished, or coated in any way. All electrical bond straps on standing rigging should be inspected for damage, broken or missing fittings, and excessive deterioration at points of contact between dissimilar metals as specified by the PMS periodicity and procedures. Report deficiencies to the work center supervisor and/or the division officer. 8.1.1 Running Rigging Running rigging consists of cranes and boat davits. Running rigging also includes all of the movable gear associated in underway replenishment (UNREP) rigs. Each ship or class of ship has a rigging blueprint. The rigging blueprint contains exact descriptions of the blocks and indicates their uses. A similar rope list is included for the lines and wires used in a ships rigging. Problems can be avoided and the rig made safer by strict adherence to the rigging blueprint when placing running rigging. Inspection, preventive maintenance, and tests of all booms and their rigging and associated fittings are conducted by a responsible officer of the operations or deck department at regularly scheduled intervals as indicated and according to the appropriate maintenance requirement cards (MRCs).
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Since blocks are designed for use with a certain size of line, they should NEVER be used with line of a larger size. Line bent over a small sheave will be distorted, and any great strain applied will injure it and may even result in the line wearing on the frame. The proper block sizes for the various sizes of fiber line follow. A safe rule of thumb, to find the size of block to use, is to multiply the size of line by 3.
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Regardless of type, a cargo block is usually named for its location in the cargo rig. The block at the head of the boom through which the whip runs is called the head block. That at the foot, which fairleads the wire to the winch, is the heel block. A small single-sheave block in the middle of most booms is called the slack wire block because it prevents slack in a whip from hanging down in a bight. Blocks in the topping lift are the upper and the lower topping lift blocks.
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Figure 8-5 Rigs and fittings for wood and metal fiber rope blocks
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Figure 8-6 Rigs and fittings for standard wire rope blocks
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8.2.2 Combinations of Block and Tackles Tackles are designated according to (1) the number of sheaves in the blocks that are used to make the tackle-single whip, gun tackle, or twofold purchase - or (2) the purpose for which the tackle is used - yard tackles, stay tackles, or fore-and-aft tackles. In this section, the most commonly used combinations (fig. 8-7) are described. SINGLE WHIP: A single whip consists of one single-sheave block fixed to a support with a line passing over the sheave (view 1, fig. 8-7). RUNNER: This, too, consists of a single block, but the block is free to move; one end of the line is secured to the support; and the weight is attached to the block (view 2, fig. 8-7). GUN TACKLE: This tackle is made up of two single blocks, as shown in view 3, fig. 8-7. It takes its name from the use made of it in hauling muzzle-loading guns back into battery after they have been fired and reloaded. LUFF TACKLE (JIGGER): A double and a single block make up this tackle (view 4, fig. 8-7). TWOFOLD PURCHASE: A twofold purchase, which is made up of two double blocks, is shown in view 5, fig. 8-7. DOUBLE-LUFF TACKLE: This tackle consists of a treble block and a double block. The right-angle method of reeving it is shown in figure 8-8. THREEFOLD PURCHASE: The right-angle method of reeving a threefold purchase is shown in figure 8-9. This method of reeving is considered the best for this purchase, as it reduces the chances of the various parts of lines chafing each other. BOAT FALLS: Boat falls may be twofold, double luff, or threefold and are reeved as shown in figures 8-7, 8-8, and 8-9. Boat falls should be reeved by the right-angle method.
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Critical lifts are defined as those lifts performed at sea or under adverse weather conditions, lifts involving or conducted over ordnance; lifts overhead, and lifts warranting precision or extra care. 8.3.1 Lifting a Given Weight To find the size of line to use for lifting any given weight, you first identify the type and construction of line to be used. Next, you multiply the load by the safety factor to determine breaking strength. The formula for determining breaking strength is as follows: BS = L x SF Then, you refer to tables 8-1, 8-2, and 8-3 to find the circumference of line safe to use. In the following examples, C = circumference, in inches; D = diameter, in inches; L = load, in pounds, BS = breaking strength; and SF = safety factor. Example 1 uses a safety factor of 6, and example 2 uses a safety factor of 5. Example 1: (This example is for a single part of three-strand nylon, a safety factor of 6, and a load of 4,000 pounds.) BS = L x SF BS = 4,000 pounds x 6 BS = 24,000 pounds
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Size Minimum Breaking Strength (LB)1 Circumference Sisal Manila Polypropylene Nylon2 Polyester Inches 5/8 360 405 700 950 800 3/4 480 540 1,000 1,500 1,200 1 800 900 1,700 2,600 2,000 1 1/8 1,080 1,215 2,150 3,300 2,800 1 1/4 1,400 1,575 2,500 4,800 3,800 1 1/2 2,120 2,385 3,700 5,800 5,000 1 3/4 2,760 3,105 4,800 7,600 6,500 2 3,520 3,960 6,000 9,800 8,000 2 1/4 4,320 4,860 7,000 13,200 10,000 2 1/2 5,200 5,850 9,000 15,300 13,000 2 3/4 6,930 11,000 19,000 15,000 3 8,100 13,000 23,200 18,500 3 1/2 10,800 16,500 32,000 25,000 3 3/4 12,150 19,500 36,500 4 13,500 21,500 41,300 31,000 4 1/2 16,650 26,000 50,000 5 20,250 32,000 60,000 48,000 5 1/2 23,850 38,000 72,000 6 27,000 44,000 90,000 68,000 6 1/2 50,000 100,000 7 36,900 60,000 127,000 88,000 8 46,800 75,000 164,000 110,000 9 57,600 94,000 209,000 140,000 10 69,300 115,000 265,000 165,000 11 81,900 316,000 240,000 12 94,500 375,000 285,000 1 Comparative strengths of various ropes. 2 The minimum breaking strength of nylon when is reduced approximately 15 percent.
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Minimum Breaking Strength (LB)1 Double-Braided Plaited Nylon2 Polyester Nylon 3/4 1,700 1,730 1,500 1 2,700 2,670 2,500 1 1/8 3,900 3,860 3,700 1 1/4 5,100 5,210 5,000 1 1/2 6,900 6,820 6,400 1 3/4 9,000 8,590 8,000 2 12,000 10,600 11,000 2 1/4 15,000 15,100 17,000 2 1/2 18,400 17,800 20,000 2 3/4 22,500 20,600 24,000 3 26,500 26,800 31,000 3 1/2 36,000 33,900 38,000 3 3/4 42,000 41,700 46,000 4 48,000 46,000 53,000 4 1/2 60,000 59,900 63,000 5 73,000 69,900 73,000 5 1/2 90,000 81,200 78,000 6 102,500 106,000 95,000 6 1/2 123,000 119,000 106,000 7 140,000 133,000 125,000 7 1/2 160,000 164,000 137,000 8 180,000 181,000 165,000 9 225,000 236,000 200,000 10 273,000 277,000 250,000 11 325,000 343,000 300,000 12 385,000 417,000 360,000 13 440,000 470,000 380,000 14 508,000 527,000 441,000 15 576,000 649,000 507,000 16 650,000 715,000 572,000 17 726,000 784,000 18 808,000 931,000 19 893,000 1,012,000 20 980,000 1,091,000 21 1,070,000 1,263,000 1 Comparative strengths of various fiber ropes. For current minimum breaking strength of each type, consult the MIL-SPEC. 2 The minimum breaking strength of nylon when wet is reduced approximately 15 percent.
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Rope Diameter Inches 1/4 5/16 3/8 7/16 1/2 9/16 5/8 3/4 7/8 1 1 1/8 1 1/4 1 3/8 1 1/2 1 5/8 1 3/4 1 7/8 2 2 1/8 2 1/4 2 1/2 2 3/4 3 3 1/4 3 1/2
IPS Fiber Core LB 5,340 8,300 11,900 16,120 20,800 26,400 32,600 46,400 62,800 81,600 102,600 126,000 151,600 179,400 208,000 242,000 274,000 312,000 350,000 390,000 476,000 570,000 668,000 778,000 892,000
IPS Wire Core LB 5,740 8,940 12,800 17,340 22,400 28,200 35,000 50,000 67,400 87,600 110,200 135,400 162,800 192,800 224,800 260,000 296,000 336,000 374,000 420,000 511,000 612,000 722,000 836,000 958,000
EIPS Wire Core LB 6,640 10,280 14,720 19,900 26,000 32,800 40,200 57,400 77,600 100,800 126,800 155,800 187,200 222,000 258,000 298,000 340,000 386,000 431,000 482,000 589,000 704,000 828,000 960,000 1,100,000
Example 2:
(This example is for a single part of wire rope, 6 x 37 IPS w/fiber core; a load of 10,000 pounds, and a safety factor of 5.)
BS = L x SF BS = 10,000 pounds x 5 BS = 50,000 pounds Refer to table 8-3; when the breaking strength is between sizes, use the next larger size in this example, D = 7/8. Thus, a 7/8-inch-diameter wire rope 6 x 37 IPS with fiber core is needed to do the lift.
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Then, by using the formula for determining breaking strength, BS = L x SF, compute for the size of line needed. For our purposes here, we will use a safety factor of 6, for a noncritical operation. Example: (Weight to be lifted, 4,000 pounds; tackle to be used, twofold purchase; safety factor, 6)
GW x 10% x NS + GW MA = L 4,000 x 10% = 400 x 4 sheaves = 1,600 (total allowance for friction, which must be added to GW) 1,600 + 4,000 = 5,600 4(MA) = 1,400 (load (L) in pounds to lift GW) BS = L x SF BS = 1,400 x 6 BS = 8,400 pounds Go to table 8-1; find a nylon line having a breaking strength of 8,400 pounds or more. In this case, a 2-inch, three-strand nylon line is required. Now that the line size has been established, remember the safe rule of thumb to find the size of block to use: Multiply the size of the line by 3. In the previous example, at least a 6-inch block is required. 8.3.3 Weight a Given Tackle Will Lift To find the weight a given tackle will lift safely, first find the SWL of the line rove in the tackle. Then, multiply the SWL by the number of parts at the movable block. Multiply that value by 10, and divide by 10 plus the number of sheaves used.
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Table 8-1 shows 2 1/2-inch nylon to have a breaking strength of 15,300 pounds. Convert the pounds to tons by dividing 15,300 by 2,000 pounds. Then, using a safety factor of 6, work the previous formula.
Thus, 3.64 tons is the load a twofold purchase rove with 2 1/2-inch, three-strand nylon will handle safely.
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Type 1 - Anchor Shackles GRADE A - REGULAR Class 1 - Round Pin Class 2 - Screw Pin Class 3 - Safety bolt and nut GRADE B - HIGH STRENGTH Class 1 - Round Pin Class 2 - Screw Pin Class 3 - Safety bolt and nut Type 2 - Chain Shackles GRADE A - REGULAR Class 1 - Round Pin Class 2 - Screw Pin Class 3 - Safety bolt and nut GRADE B - HIGH STRENGTH Class 1 - Round Pin Class 2 - Screw Pin Class 3 - Safety bolt and nut
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Size (Inches) A&B 1/2 5/8 3/4 7/8 1 1 1/8 1 1/4 1 3/8 1 1/2 1 5/8 1 3/4 2 2 1/2 3
Safe Working Load (Pounds) A B 1.987 6,500 3,050 10,000 4,475 13,800 6,000 18,700 7,950 24,400 10,812 28,600 13,750 36,000 16,700 41,400 20,625 48,800 24,950 57,400 29,675 65,000 35,875 85,040 52,750 121,400 79,500 150,000
Table 8-5 Round Pin Chain Shackle, Regular Strength (A) and High Strength (B)
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Size (Inches) A&B 7/16 1/2 5/8 3/4 7/8 1 1 1/8 1 1/4 1 3/8 1 1/2 1 5/8 1 3/4 2 2 1/2 3 3 1/2
Safe Working Load (Pounds) A B 1,375 5,180 1,987 6,500 3,050 10,000 4,475 13,800 6,000 18,700 7,950 24,400 10,812 28,600 13,750 36,000 16,700 41,400 20,625 48,800 24,950 57,400 29,675 65,000 35,875 85,040 52,750 121,400 79,500 150,000 107,500 290,000
Table 8-6 Round Pin Anchor Shackle, Regular Strength (A) and High Strength (B)
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Size (Inches) A&B 1/2 5/8 3/4 7/8 1 1 1/8 1 1/4 1 3/8 1 1/2 1 5/8 1 3/4 2 2 1/2 3 3 1/2 4
Safe Working Load (Pounds) A B 1.987 6,500 3,050 10,000 4,475 13,800 6,000 18,700 7,950 24,400 10,812 28,600 13,750 36,000 16,700 41,400 20,625 48,800 24,950 57,400 29,675 65,000 35,875 85,040 52,750 121,400 79,500 150,000 107,500 200,000 140,000 260,000
Table 8-7 Safety Chain Shackle, Regular Strength (A) and High Strength (B)
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Size (Inches) A&B 3/16 1/4 5/16 3/8 7/16 1/2 5/8 3/4 7/8 1 1 1/8 1 1/4 1 3/8 1 1/2 1 5/8 1 3/4 2 2 1/2 3 3 1/2
Safe Working Load (Pounds) A B 900 450 2,000 650 3,520 1,000 3,800 1,375 5,180 1.987 6,500 3,050 10,000 4,475 13,800 6,000 18,700 7,950 24,400 10,812 28,600 13,750 36,000 16,700 41,400 20,625 48,800 24,950 57,400 29,675 65,000 35,875 85,040 52,750 121,400 79,500 150,000 107,500 290,000
Table 8-8 Safety Anchor Shackle, Regular Strength (A) and High Strength (B)
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Size (Inches) A&B 1/2 5/8 3/4 7/8 1 1 1/8 1 1/4 1 3/8 1 1/2 1 5/8 1 3/4 2 2 1/2 3 3 1/2 4
Safe Working Load (Pounds) A B 1.987 6,500 3,050 10,000 4,475 13,800 6,000 18,700 7,950 24,400 10,812 28,600 13,750 36,000 16,700 41,400 20,625 48,800 24,950 57,400 29,675 65,000 35,875 85,040 52,750 121,400 79,500 150,000 107,500 209,000 145,000 260,000
Table 8-9 Screw Pin Chain Shackle, Regular Strength (A) and High Strength (B)
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Size (Inches) A&B 1/2 5/8 3/4 7/8 1 1 1/8 1 1/4 1 3/8 1 1/2 1 5/8 1 3/4 2
Safe Working Load (Pounds) A B 1.987 6,500 3,050 10,000 4,475 13,800 6,000 18,700 7,950 24,400 10,812 28,600 13,750 36,000 16,700 41,400 20,625 48,800 24,950 57,400 29,675 65,000 35,875 85,040
Table 8-10 Screw Pin Anchor Shackle, Regular Strength (A) and High Strength (B)
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Inspect the frame of the block for any cracks or splits and for any indication that the sheave is wearing on the frame. If there are any worn spots on the inside of the frame, check the pin to see if it is bent. Check the hooks or shackles for any sign of distortion. A bent pin or a distorted hook or shackle is a sure sign that an overload was placed on the block at some time, and that it no longer is safe.
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Metal Aluminum, cast Aluminum, sheet Brass, rolled Brass, sheet Iron, cast Lead, sheet Steel, cast Steel, wrought Wood Fir, Douglas Oak, red Oak, white Pine, white Pine, yellow
Pounds Per CU FT 160 166.5 533.8 513.6 448.9 710.8 492.6 489.6 37 37-52 56 27 43
Miscellaneous Bricks, common 120 Bricks, fire 150 Cement, Portland, solid 197 Gravel, dry 112 Gravel, wet 125 Oil, lubricating (320 lb per bbl of 42 gal) Water, fresh 62.5 Water, sea 64 The following weights are for 1 square foot of material 1 inch thick Brass, sheet 43 Iron, cast 38 Iron, wrought 40 Steel, wrought 41
NOTE Weight of wood varies as much as 50 percent with moisture content. Those listed are for building grade of the woods and for wood that is comparatively dry. Ample allowance should be made for wood that is wet. When in doubt, always overestimate weights. The rest of this section is devoted to explaining how to determine the amount of material in various shapes.
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8.6.1.1 Squares and Rectangles In squares and rectangles, opposite sides are parallel and equal; so to find the area, simply multiply the length by the width. A=LxW 8.6.1.2 Triangles To find the area of a triangle, multiply half the base length by the height. A = 1/2 B x H Example: Using the dimensions of the triangle in figure 8-12, find the area. A = 1/2(3) x 4 A = 6 square feet
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The process for finding the area of other irregular shapes can be simplified by dividing the shape into two or more simple forms for which you know the formulas. This method can be used on almost any shape having straight sides. Examples of this are shown in views B and D of figure 8-14. The irregular pentagon (view B of fig. 8-14) may be divided by drawing the line bd (shown as a dotted line). Then, the area of the quadrilateral, abde, and the area of the triangle, bcd, can be found and the two areas added together. The area of the irregular polygon (view D of fig. 8-14) may be found by dividing the figure into three quadrilaterals by drawing lines fg and hj. Then, those three areas are found and added together.
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8.6.2 Finding Volume Volume can be defined as mass or bulk or, more precisely, as space occupied. It is measured by cubic inches, cubic feet, or cubic yards. 8.6.2.1 Cubes and Rectangular Prisms A cube is a solid body having six faces, all of which are perfect squares of equal areas. A rectangular prism is a solid body bounded by six sides, all of which are rectangles with the ends and opposite sides, respectively, equal to each other. The volume of either of these two shapes is found by multiplying length times width times height: V=LxWxH 8.6.2.2 Spheres You probably will seldom need to find either the area or the volume of a ball, but these formulas and examples are included for your convenience.
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Example: Find the area of a sphere having a diameter of 4 inches. A = 4p (2)2 A = 50.27 square inches To find the volume of a sphere, cube the radius, multiply by 4 pi, and divide by 3. To cube a number, multiply the number by itself two times (2 X 2 X 2).
8.6.2.3 Wedges To find the volume of a rectangular wedge, as shown in figure 8-16, multiply the area of the base by half the height.
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The volume of various other shapes of solids may be found by dividing them as explained for finding areas of irregular polygons. 8.6.3 Practical Application Let us see how we can make a practical application of some of the formulas and information given in this chapter. Suppose there are six drums, three-fourths full of dry gravel, on a pallet on the pier. You must determine if you can hoist the pallet load aboard with your crane, which has a rated capacity of 10 tons. You measure the drums and find that all are 3 feet in diameter and 4 feet high. For this example, ignore the weight of the drums themselves; but in many problems of this sort, you will have to calculate the weight of the containers, too, if they are heavy or if the load is too close to the SWL. The first thing to do to solve a problem of this sort is to write down the things you know, as follows: There are six drums, each 3 feet in diameter and 4 feet high.
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V = 21.21 cubic feet 21.21 cubic feet x 6 drums = 127.26 cubic feet 127.26 cubic feet x 112 pounds of gravel per cubic foot = 14,253.12 pounds of gravel = 7.1 tons of gravel 8.7.0 SUMMARY This chapter has explained very little about rigging and finding volume and weight. Once you become more familiar in this role of doing rigging, you will be able to do this with ease. You must always remember that this area of the Boatswains Mate rating is just as dangerous as most areas and you must be very cautious when trying to do rigging. KEEP IT SAFE!
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9.2.1 Changing Speed Gear The following instructions must be followed when you are changing the speed gear: Set the drum brake and engage the pawl in the ratchet. Disengage the drum from the shaft, or shift the speed clutch to neutral. Lock the lever in place. Move the control lever in the desired direction.
When you secure a winch, lock the drum brake to prevent the rope from unspooling from the drum and engage the pawl in the ratchet. Make certain that the power is secured.
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RAISE THE HOOK (WHIP) - The right forefinger is extended, pointing up and circling. For faster speed, extend two or more fingers, depending on the speed desired and speeds available. (The more fingers, the faster the speed.) LOWER THE HOOK - Same as for raise the hook, except a finger or fingers point down. RAISE (LOWER) THE BOOM - Left fist closed, thumb extended, pointing in the direction desired.
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9.3.1.3 Slings and Straps Usually, you hoist large crates and odd-shaped cargo by means of slings. In general, a sling is one or more lengths of rope or chain passed around a draft of cargo and attached to the cargo hook. The terms sling and strap are often interchangeable, but to avoid confusion, you use them as described in this chapter. A sling is a length of rope, either fiber or wire, with the two ends spliced together. It is looped around the item to be hoisted, and one end is passed through the other and over the hook.
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You pay considerable attention to the condition of slings and straps. Since they are subject to stress and abuse, inspect them frequently for wear and distortion. Your inspection of wire rope should include the following areas:
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One or more of the following conditions is sufficient reason for questioning the straps or slings safety and are cause for replacement: Reduction of the nominal rope diameter by more than the amount shown in table 9-1 Six broken wires in one rope lay length Wear of one-third the original diameter of outside individual wires Evidence of pitting caused by corrosion Evidence of heat damage from any cause Kinking, crushing, or any damage resulting in distortion of the rope structure
Table 9-1 Wire Rope Allowable Diameter Reduction
Rope Diameter (Inches) 5/16 and smaller 3/8 to 1/2 9/16 to 3/4 7/8 to 1 1/8 1 1/4 to 1 1/2 1 9/16 to 2 2 to 2 1/2
Maximum Allowable Nominal Diameter Reduction (Inches) 1/64 1/32 3/64 1/16 3/32 1/8 5/32
View A of figure 9-8 shows a choker, which is very effective for handling pipe, dunnage, steel items, or anything requiring good gripping action. When used in pairs, the hooks of the chokers and straps pull from opposite sides of the load as shown in view B. Chain slings are used mainly for hoisting steel items such as rails, beams, angles, and pipe. You always place dunnage between the chain and the draft to provide a gripping surface, as shown in figure 9-9. One disadvantage of the chain sling is that the links may crystallize and snap without warning. Handle chain slings carefully and do not expose them to cold temperatures for long periods.
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Figure 9-10 Bridle legs may be attached to hoisting padeyes of unloaded military vehicles
9.3.1.4 Salmon Boards A salmon board is a rectangular wooden platform, approximately 4 by 6 1/2 feet, with a 2 by 3-inch beading around the edges of the upper side. You use it in conjunction with a cargo net for handling ammunition and crated bombs. The beading prevents stacked powder tanks or other containers from rolling off the platform. 9.3.1.5 Hooks A hand hook has a hardwood handle fastened at a right angle to a highly tempered steel shaft. The shaft is curved at the end to form a hook that is tapered to a sharp point. The primary purpose of the hand hook is to move or turn crates and bales. Use the following precautions when you use the hand hook. You hold the hand hook in the most comfortable position.
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The Use No Hooks warning, which frequently appears on cartons and packages, means exactly what it says. Obey this admonition, because using a hook on cases containing such items as cigarettes, cereals, and canned goods could easily damage or ruin the contents. You never use the hand hook on metal unless there are holes in which the point of the hook can be inserted. Do not tip over barrels or drums, or remove hatch boards with a hand hook. NEVER use it for handling ammunition. 9.3.1.6 Commonly Used Tools Keep crowbars and pinchbars handy when you are working cargo. They are useful for tearing out dunnage, breaking out cases, and in many other situations where a lever is necessary.
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Beam clamps, such as those in figure 9-13, will facilitate securing snatch blocks in place where it is impossible to pass a strap. The clamp in view A of the figure is designed for use on a beam with a flat flange (I-beams); the one in view B may be secured on beams of circular cross-sectional area (bulb beams). Beam clamps are also useful for hanging a tackle or chain hoist from the overhead. The clamp in view C, particularly, is good for this purpose because it operates like a pair of ice tongs and can be moved easily from place to place.
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9.3.3 Save-All A save-all is a device to prevent the loss of cargo overboard during loading or discharging operations. The most common type of save-all is a rope or nylon web net approximately 15 by 20 feet or larger (fig. 9-14). Wire rope nets and wooden platforms may also serve as save-alls. You should rig a save-all at each working hatch, and also beneath each brow, skid, or conveyor if the ship is loading or discharging through sideports.
The easiest way for you to rig a save-all is to hook into the center of one edge with the cargo whip, hoist it up, and secure that edge to the bulwark or to cleats on deck. Then, stretch it out and secure the opposite edge to the stringer on the pier. Be sure to allow for the rise and fall of the tide. You can improvise a save-all by lashing together several cargo nets. If light cargo is being worked, substitute a tarpaulin.
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To break a hand truck over after it has been loaded, place one foot on the second crosspiece of the bed and pull down on the handles. A hand truck also may serve as a pry or lever. Wedge the nose under a heavy object, chock the wheels, then bear down on the handles. Often, very heavy loads may be lifted a foot or more off the ground by the combined leverage of several hand trucks.
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9.4.3 Crates Crates are framework containers, sometimes with open sides and ends and sometimes with sides and ends enclosed by cardboard or thin plywood. Crates for ocean shipment should be strengthened with diagonal braces, and those not so strengthened must receive special care in stowage. The best place to stow crates is in between deck spaces or in the top tiers of the lower hold. Only light cargo should be stowed on top of crates. Dunnage must be placed between every tier of crates; therefore, the crates need not be stowed brick fashion.
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Figure 9-22 Dunnage between end drums and the flare of the side
To spread the weight and prevent bending the chines, you put two strips of dunnage over every row in each tier. 9.4.5 Bags Before you can load bags, a dunnage floor of two or more layers must be spread to keep the bags off the steel deck and to provide drainage. If ventilation is not a problem, make the top layer solid. In any event, the spacing of the top layer should not be more than 1 inch; otherwise the weight of the top tiers will cause the bags in the bottom tier to split. Vertical dunnage must be used to keep the bags from the sweat battens and from steel stanchions, bulkheads, ladders, and so on. Normally, no other dunnage will be needed. Bags may be stowed in any of the ways shown in figure 9-23. Alternating them, as in view A, or using strips of dunnage, as in view C, makes a secure stack, but piling the bags, as in view D, makes better use of the space. The method of stacking shown in view B provides fair ventilation, but some commodities, such as rice and onions, require circulation of air throughout the cargo. This circulation can be obtained by the use of venetian vents (fig. 9-24).
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Figure 9-24 Use a venetian vent to promote circulation of air through bagged goods
You erect venetian vents vertically at the four corners of the hatch and below the cargo hold ventilators. Lay others fore and aft and athwartships from the vertical vents to form a system that allows air to circulate through them. Vents laid athwartships should extend from side to side so that the spaces between the sweat battens and the ships sides become a part of the system. The number of vents required depends on the cargo, but in any case, they need not be closer together than every 5 feet.
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Cloverleafs eliminate the elaborate bracing and use of dunnage necessary when cloverleafs are not available. Dunnage is used, however, when the gripes are secured over a tank to cloverleafs on either side. In such cases dunnage is placed under the gripes at those points where they come into contact with the tank. This eliminates chafing that could result in a gripe parting during particularly heavy weather.
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Figure 9-28 Typical tomming down arrangement with metal dunnage and penboards
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In the wire net shoring system, as in the metal dunnage system, add wood dunnage as necessary to fill void spaces, to provide extra support, and for flooring. 9.5.4 Securing Deck Cargo The primary problem in securing anything on deck is the lack of padeyes, cleats, and other fittings to which one can attach securing wires and lines. Sometimes it is necessary to weld special padeyes and braces to decks, bulkheads, or bulwarks.
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Never make fast your lashings to electric cables or small, lightly secured pipes, lagged pipes, doors and hatches, dogs or hinges, electric motors, lifeline stanchions, nor to anything not solidly secured. Notice some of the principles of securing large and heavy crates and boxes, as shown in figure 9-31. Place perishables stowed on deck on pallets and cover with a tarp. Fold the comers of the tarp aft or away from the weather and lash them in place by a light line. Place boards or even pallets between the load and the lashings to serve as chafing gear or to support the load. Pass two or more lashings around the load. For extremely heavy or bulky loads, add lashings across the top and Figure 9-31 Securing large and heavy loads down under the load. See dotted lines in figure 9-31. Tie one end of the lashing as shown at point A, run it around the load to B, and back around to C. Before securing the lashing at C, work all possible slack out of it and tie a single bowline on a bight in the standing part of the lashing.
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One method of stowing and securing large amounts of cargo is pictured in figure 9-33. The top edges of the cargo are held in place and protected by caps made of at least 2 by 6 lumber (not dunnage). Angle irons (see insert) protect the caps. Wire straps fitted with turnbuckles at each end and spaced at equal intervals might be enough to secure some loads, but large and high stacks, such as those shown, also require both athwartship and fore-and-aft shoring. The methods of securing cargo described here must not be construed as being the only ones. The important things to remember are that the load must not be allowed to move in any direction, and that it must be secured in such a way that it will not be worked loose by boarding seas nor by the pitching and rolling of the ship. How this is accomplished will depend on such factors as shape and position of the load, lashing being used, securing points available, and so on. Sometimes, it pays to construct fences, bins, or other structures. Common sense must guide you on such jobs, but never underestimate the force of the sea. Secure all cargo, equipment, and gear in such a manner and with lashings strong enough so that it will be unnecessary to go back and re-lash it if the word is passed to rig ship for heavy weather. Nevertheless, periodically check all lashings and retighten if necessary.
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9.5.5 Safe Cargo-Handling Safety Practices Cargo handling is full of dangers for careless personnel. It is your job as a petty officer to see that all safety precautions are strictly observed by all hands at all times. The following list contains some commonsense precautions that all cargo handlers must observe. Otherwise, they will endanger themselves and their shipmates. Wear properly color-coded safety helmets and steel-toed safety shoes. Do not wear trousers that are too long. Do not wear rings. Gloves must be worn by personnel handling objects having sharp or rough edges. Use the accommodation ladder or brow for boarding and leaving the ship. Climb ladders in the hold only when the hoist is not in motion. Use the walkway on the ships side away from the side on which the hoist is operating. Make sure working areas on board ship and on the pier are properly roped off and supervised. Secure hatch tent lashings to permanent deck fastenings. Never depend upon movable objects lying on deck, such as strongbacks, dunnage, hatch covers, and so forth. Secure hatch rollers properly. Lower blocks, crowbars, chain slings, bridles, and so forth, into the hold by cargo falls or other lines.
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10.2.2 Distance Markers Distance markers on the B/B phone/distance line are arranged as shown in figure 10-3. You make the line up for use as follows: Day: These markers are colored cloth, nylon-coated fabric, or painted-canvas markers, each 8 inches (20.3 cm) by 10 inches (25.4 cm), spaced at 20-foot (6.0m) intervals from 0 to 300 feet (0 to 91.4 m). The distance is shown in numerals 5 inches (12.7 cm) high. The markers must be sewn, lashed, or otherwise stopped off in such a way that they will not slide along the line. You must provide grommets, as appropriate, to lash chemical lights for night replenishment. Night: You will rig chemical lights by using two blue chemical lights, one on each side of the 60-, 100-, 140-, and 180-foot (18.2-, 30.4-, 42.6-, and 54.8-m) markers. Lash one red chemical light on the approach-ship side of the other markers. (One-cell, pin-on-type red flashlights may be used instead of red chemical lights.)
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NOTE: Before using a distance line, ensure that it is measured and checked for accuracy in accordance with NTTP 4-01.4 and UNREP Hardware and Equipment Manual. Each replenishment station has a S/P telephone line to the corresponding station on the other ship. Necessary commands are transmitted by S/P telephone, and a signalman also gives them by hand or light signals, as shown in figure 10-4. It is a good idea to post these hand signals at the replenishment stations or, better yet, to stencil them on the backs of the paddles.
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Line-throwing gunners must be well-trained, and they must be outfitted in red helmets and red jerseys or vests and life jackets. Before the shot line is fired, the word is passed on both ships over the 1MC as follows: FIRING SHIP: ON THE (name of receiving ship), STAND BY TO RECEIVE SHOT LINES. ALL HANDS TOPSIDE TAKE COVER. RECEIVING SHIP: ON THE (name of own ship), STAND BY TO RECEIVE SHOT LINES AT (stations concerned). ALL HANDS TOPSIDE TAKE COVER. Before the shot line is fired, each station on the delivering ship sounds one blast on a whistle. When ready to receive the shot line, each station on the receiving ship replies with two blasts. The above two signals must be sounded each time the shot is fired. When the delivering ship has difficulty getting its shot lines across, the receiving ship uses its own line-throwing guns when it is requested to do so by the delivering ship. The shot lines are used to haul over the messengers and then passed back at the earliest convenience to the ship furnishing them.
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200 feet (60.9 m) of 1 1/2-inch (38.1-mm) line 534 feet (162.8 m) of 3-inch (76.2-mm) line 6 feet (1.8 m) of 2 1/4-inch 57.1-mm) line a pair of Brummel hooks 60 feet (18.2 m) of 2 1/4-inch (57. l-mm) line.
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10.2.5 Wire Rope The wire ropes used in UNREP are of varying lengths and sizes, but they must conform to Federal Specification RR-W-410, which lays down the requirements for most of the wire rope used in the Navy. Specifically, the rope must be type 1, class 3, and construction 6. In plain language, this is a general-purpose, preformed, right regular lay, 6 x 37 rope with an independent wire rope core. The sizes and lengths for the various rigs are listed in NTTP 4-01.4 and Underway Replenishment Hardware and Equipment Manual. 10.2.6 Working and Repair Tools Every ship is required to have on station for use at replenishment stations certain tools of appropriate sizes. While all tools need not be at each station, a list of all replenishment tools and their locations must be posted at each station. This list is located in NTTP 4-01.4, Underway Replenishment, appendix I.
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10.3.2 Safety During Fueling The following precautions are mandatory during fueling operations: Personnel handling petroleum must be aware of the constant danger of fire and explosion. They must be thoroughly trained in the use of fire-fighting equipment. Cigarette lighters and safety matches are permitted only in authorized smoking areas. During fuel transfer, the smoking lamp is out except in authorized spaces. (The lamp should NEVER be lighted on an oilers weather decks.) Necessary protective and fire-fighting equipment must be kept on hand during the transfer, ready for instant use.
10.3.3 Personnel Safety Equipment It is your responsibility as a deck petty officer to make sure all hands involved in an UNREP evolution follow the following personal safety rules:
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NOTE Battle helmets must NOT be worn at UNREP stations. Except for forklift truck operators and winch repair personnel, topside personnel who are engaged in handling stores or lines or who are in the transfer area must wear properly secured, orange-colored, inherently buoyant, vest-type life jackets with collars. Forklift truck operators and winch repair personnel will wear inflatable life jackets fully ready for use - life jackets in front, opened, with yoke over the head (except for actual inflation). Colored jerseys or vests over life jackets are not required. Personnel who are rigging aloft or working outboard of bulwarks or safety chains must wear a properly secured, orange-colored inherently buoyant, vest-type life jacket with a buttonhole in the back cover to permit concurrent use of the safety harness with DYNA-BRAKE assemblies and safety and working line. (See Naval Ship's Technical Manual, chapter 077, for details for use with a safety harness.) Personnel at transfer stations must wear a one-cell flashlight (or green chemical light) and a whistle on the outside of their life jacket during night replenishment. Flashlights need not be lighted except at the discretion of the commanding officer. Chemical lights must be lighted. Chemical lights are not to be discarded over the side during hours of darkness or until completely extinguished. The ship or lifeguard station may mistake a discarded chemical light for a man overboard. Personnel involved in cargo-handling operations on both the delivery and receiving ships must wear safety shoes. Personnel handling messenger, distance, and inhaul lines should use the handover-hand grip and may wear gloves. Personnel handling wire-bound or banded cases must wear work gloves. Personnel assigned to each transfer station must carry an appropriate sharp knife for use in routine work and in an emergency.
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The order for an emergency breakaway may be given by the commanding officer of either the receiving ship or the delivery ship. Five short blasts of the ships whistle shall be sounded by the ship initiating the emergency breakaway to alert all ships in the vicinity. In the event of an emergency breakaway, pass the word between the ships, stop all transfers, and retrieve the rigs in accordance with procedures outlined in NTTP 4-01.4, Underway Replenishment. All hands shall be indoctrinated in the requirements for emergency breakaway. It is important that all personnel know what to do in the event of an emergency.
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10.5.0 FUELING AT SEA Fueling at sea normally is conducted by using a spanwire to support the fuel hose rig between the two ships. The span wire may be either tensioned or non-tensioned. An alternate method, the close-in rig, is used occasionally when the delivering ship is not equipped with a span wire or when the receiving ship cannot receive the wire, due, for example, to lack of a padeye that will stand the strain. When fueling ships smaller than DDGs and when operating with NATO ships, refer to ATP -16. 10.5.1 Common Features of Fueling Rigs Like replenishment in general, a few features are common to two or more refueling rigs; notably, hoses, hose saddles, terminal fittings, and riding lines. The Navy uses a collapsible, lightweight hose that comes in 35-foot sections of 2-1/2, 4-, 6-, or 7-inch diameters. The hose couplings are of a split-clamp type that permits joining sections together and joining sections to riding line flowthrough saddles, to terminal fittings, and to flow-through hose saddles (fig. 10-10). The saddles are used to support bights of hose along the spanwire. Two types of saddles are used: type A (19 inches long) is found in single-hose rigs and in the lower hose in doublehose rigs; type B (32 inches long) is found in the upper hose in double-hose rigs.
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The B end is a similar spool with a standard hose flange on one end and a special floating-ring flange with drop bolts on the other. The floating-ring flange can be rotated to quickly bring the drop bolts in line with the slots in the A end. A gasket mounted in the outboard end of the B end ensures an oil-tight fit. A blank flange is attached to the B end to prevent oil from spilling and water from entering the hose when the hose is being passed.
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The receiver hangs from a swivel arm that pivots in a swivel joint. The span wire also hooks to the swivel arm; thus, regardless of the relative position of the ships, the receiver is kept aligned with the probe. Visual indicators mounted on either side of the receiver show when the probe is seated. As the probe mates, the indicators raise to the vertical, then drop back to a position approximately 30 above the horizontal.
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A re-mating line is reeved through the messenger fair-lead block and provides means for manually seating the probe, or reengaging it should it become unseated. The UNREP messenger is used to haul the probe to the receiving ship.
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10.5.3 Riding Lines Nine feet inboard of the hoses terminal coupling is a flow-through riding line hook, and 4 feet outboard is another hook of the same type. These hooks are for the two riding lines, which secure the hose on the receiving ship and take the strain of the hose from the terminal couplings when receiving a ROBB or NATO fitting. A riding line consists of a two-fold tackle, two 7-inch blocks reeved with 2 1/2-inch manila line (length to suit), and a 4-inch manila riding line 25 to 45 feet long. The riding line is spliced with a thimble and a 3 1/4-inch pear-shaped link in one end. When the hose comes aboard, the bight of the riding line is looped over the hook, the slack is hauled out, and the end is secured to a three-horn cleat. (A two-horn cleat is optional.) Then, a strain is taken on the tackle, and the tackles hauling part is secured on another cleat. Figure 10-17 shows the proper way to secure a line on a three-horn cleat and a two-horn cleat.
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The spanwire rig permits ships to separate to a distance of 140 to 180 feet. Such distance is reasonably safe and makes it fairly easy to maneuver and keep station. These factors not only allow commanders wider latitude in choosing a fueling course but also facilitate the use of antiaircraft batteries, should the need for them arise. Additionally, the high suspension of the hose affords fair protection for it in rough weather. Ordinarily, in the spanwire method, saddle whips and the retrieving line are made of wire; but when the necessary winch drums are not available and winches with gypsy heads are available, 3-1/2-inch nylon line may be substituted for one or more of the whips. A wire rope retrieving whip is mandatory in double-probe rigs.
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RECEIVING SHIP Shackle a 12-inch snatch block to a padeye over the manifold and approximately 6 feet above the deck. To expedite hauling in the UNREP messenger, lead a line with a steel snap hook on the end through the snatch block and such other blocks as are necessary to provide a fairlead. Fake down the distance line at the proper station. Plug in and test the telephones. Have station markers rigged, and break out the required signal paddles (wands), rags, buckets of sand, and so on. Checklists for rigging each station can be found in NTTP 4-01.4, appendix D. 10.5.4.1.2 Passing STREAM with Probe As the receiving ship completes its approach and steadies alongside, send over linethrowing gun lines from each station on the oiler to corresponding stations on the receiving ship. NOTE: A receiving ship with deck-loaded aircraft will send over shot lines. By means of these lines, haul the messengers aboard. See figure 10-20. When a messenger reaches the receiving ship, secure it to the line rove through the messenger snatch blocks. The delivery ship will haul the phone and distance line across by means of the lead line messenger, and attach the zero end of the line to her bulwark.
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NOTE: The receiving ship shall hand-tend the bridge-to-bridge phone/distance line. The bridge-to-bridge phone/distance line shall be maintained free for running (coiled or faked) and shall never be secured to the receiving ships structure. Personnel shall keep inboard of all lines and exercise extreme caution and alertness to potential danger. Remove any twists of the messenger around the spanwire and attach the spanwire end fitting to the pelican hook on the swivel arm assembly. Use the correct cotter pin. Install the easing-out line on the spanwire end fitting and secure. Slack the messenger to allow the pelican hook to take the strain of the spanwire, then cut the stops that hold the spanwire to the messenger. Clear personnel from the immediate area. Once proper signals are passed to tension the spanwire, all slack will be removed from the spanwire until it is fully tensioned. Haul in on the messenger to pull the probe to the receiving station until it seats in the receiver. When the probe snaps in, the latch indicator flags will raise to indicate that the probe is seated. Once the probe is properly seated, disconnect the messenger at the brummel hooks. Leave the 60-foot (18.2 m) section attached to the trolley carriage for use as the remating line, secure the brummel hook end of this section to a cleat, and coil down the remaining length. All excess remating line shall be coiled down between the probe fairlead block and the cleat. Do not take a strain on the remating line.
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Rig the stations the same as they would be rigged for single probe, except the receiving station will provide its own remating line; therefore, the 60-foot remating line section of the messenger should be removed on the delivery ship prior to the replenishment. Before attaching the spanwire to the pelican hook, make sure that the messenger is not twisted around the spanwire. If twisted, the probe will not seat in the receiver. A long strap is used to hold the probes on station if the messenger has twisted around the spanwire. When hauling over a double probe rig, power is required to mate the two probes; therefore, the messenger is fairled to a winch with a gypsy head. After mating, connect a short strap to hold the probes on station.
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Figure 10-23 Double Hose Fuel STREAM Rig (with Single Probe and ROBB Coupling)
10.5.5 Non-Tensioned Method of Fueling at Sea Although the STREAM method of fueling at sea is the preferred method, there are cases in which a non-tensioned rig must be used. The most common alongside non-tensioned method is the close-in method. The astern fueling rig, during which the ships are not alongside, is also used by some vessels. Both methods are briefly discussed here; however, for details of the rigging, passing, and retrieving of these rigs, consult NTTP 4-01.4, Underway Replenishment, and ships blueprints. 10.5.5.1 Close-In Method As stated before, the close-in method of fueling is used when the delivering ship is not equipped with the spanwire rig or the receiving ship does not have a padeye strong enough to hold a span wire.
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On the receiving ship, the same preparations are made as for receiving the span-wire rig except that an additional 12- or 14-inch snatch block must be shackled to a high, convenient, and adequately tested point above the point where the hose will come aboard. Such other blocks as are necessary to fairlead the bight line to a winch must also be rigged. A small pendant should be reeved through this set of blocks to quickly haul the outer bight line through the blocks and to the winch. The outer bight line is used to help haul the hose to the receiving ship, and once the hose is secured, is tended in the same manner as are the saddle whips. For details of the rigging, passing, and retrieving of this rig, consult NTTP 4-01.4, Underway Replenishment, and ships blueprints.
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For details of the rigging, passing, and retrieving of this rig, consult NTTP 4-01.4, Underway Replenishment, and ships blueprints. 10.6.0 REPLENISHMENT AT SEA Replenishment at sea, or the transfer of solid cargo between two vessels, is most commonly conducted with a tensioned spanwire, which is the STREAM method of UNREP. Replenishment ships are equipped to replenish the fleet with solid cargo, mail, personnel, containerized oil, and containerized water while underway. Various methods can be used to transfer provisions and stores between delivering and receiving ships. Each has its advantages and disadvantages in relation to the size, structure, and rigging potential of the ships involved. Select the method to be used for a particular replenishment operation on the basis of the following: Type and quantity of cargo to be transferred Capacity of the rig and associated fittings
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Note that the capacities in tables and illustrations as shown in this book and NTTP 4-01.4 are for the best of conditions. Therefore, you should not operate any rig at full capacity when the weather is bad or your gear is not in perfect condition. 10.6.1 Cargo STREAM Rigs All STREAM rigs use a tensioned highline to support the trolley and load. There are different rigging arrangements used for the inhaul and outhaul, and different methods used for lowering the load to the receiving ship deck. A general description of the different STREAM rigs, with rigging and steps of operation, follows. The STREAM rigs described in this section can be rigged to a sliding-padeye, a fixedpadeye, pendant receiving stations, or to another STREAM delivery station. When delivering to a sliding-padeye or to another STREAM delivery station, attach a cargo hook to the trolley. When rigging to a fixed-padeye or pendant, attach a CDR to the trolley to lower the load to the receiving ships deck. STREAM rigs in order of preference for various receiving stations are as follows: 1. STREAM with messenger-rigged STAR 2. STREAM with traveling SURF 3. STREAM with hand-tended outhaul The STREAM with outhaul is a secondary rig that requires the receiving ship to have a burton whip available on station to receive the rig. 10.6.1.1 Rig Capacities One of the most important factors in choosing a rig to use with STREAM is the capacity of the rig. Load capacities for transfer rigs are given in NTTP 4-01.4. These load limitations must be observed rigidly. However, in adverse weather conditions, these limitations should be decreased. Care must be taken to make sure that transfer loads and static test loads at hookup points are compatible. For loads weighing over 5,700 pounds, a heavy lift transfer is required. For details of special considerations for a heavy lift transfer, consult NTTP 4-01.4, Underway Replenishment. 10.6.1.2 Common Fixtures In the following section, we will discuss a few common fixtures used on replenishment stations. As a Boatswains Mate, you need to be familiar with the capacities and common uses of these fittings. Further information on the following equipment can be found in NTTP 4-01.4 or in the UNREP Hardware and Equipment Manual.
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STAR LATCH ASSEMBLY The STAR Latch Assembly, figure 10-27, consists of a housing weldment, two springloaded latches and two SURF pad clevises. The STAR Latch Assembly provides an automatic hook-up of the traveling SURF at the receiving ship without the necessity of a rigger going aloft. When ready to return the rig at the completion of transfer, the STAR latch assembly is disconnected remotely from deck level.
Figure 10-27 Star Latch Assembly
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CARGO HOOK The Cargo Hook Adapter Assembly consists of an adapter which bolts to the STREAM trolley; a MK 1 MOD 0 jaw and jaw swivel which is pinned (bolted) to the adapter; and a MK 2 MOD 0 safety hook which is pinned (bolted) to the swivel. The Cargo Hook Adapter Assembly is used on cargo STREAM rigs to transfer stores, general cargo or personnel when the receiving station is a sliding padeye. If the receiving station is a fixed padeye or a pendant station, the Cargo Hook Adapter Assembly cannot be used because there is no way to lower the load to the deck of the receiving ship. For transfer to a fixed padeye or pendant receiving station, a cargo drop reel must be used to lower the load to the deck. The cargo hook swivel allows rotation of the cargo hook for easy hookup of the load to be transferred. However, the swiveling and swinging motions of the cargo hook, which are helpful during hookup, may need to be controlled during transfer with tending lines. For this reason, transfer of long loads such as missiles, should be accomplished using a strongback rather than the Cargo Hook Adapter Assembly.
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10.6.1.3 Receiving Stations The configuration of a receiving station will determine what type of rig the delivery ship sends over. It is important to be familiar with which rigs work best with which receiving stations, and to know ahead of time which rig will be used on your station. 10.6.1.3.1 Sliding Padeye The sliding-padeye is powered to move up and down in a guide track, which is mounted on the king post or a bulkhead. Portable types are stowed in trunks or in the overhead and moved, raised, or lowered to the operating position when needed. The padeye is lowered to a point near the deck for rigging. When operating the rig, raise the padeye to the top of the trackway when receiving loads, and then move it down to lower the load to the deck. This feature provides good load control. When the slidingpadeye is used, the cargo drop reel is not needed. Loads up to the full capacity of the rig can be sent to or returned from the sliding-padeye station. A receiving station slidingpadeye rigged with a traveling SURF is shown in figure 10-32.
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10.6.1.3.2 Fixed Padeye Although the fixed-padeye arrangement varies from ship to ship, STREAM rigs require one padeye with a long link for connecting the 1 3/8-inch pelican hook on the highline. A second padeye is required for a fairlead block for the rigging messenger or outhaul (depending on the STREAM rig used). Fixed-padeyes are permanently mounted on the bulkhead, king post, or outrigger above the load landing area. Figure 10-34 shows a typical fixed-padeye arrangement. The most common fixture sent to fixed padeyes is the SURF with STAR latch assembly, as it alleviates the need to send a rigger aloft to connect the SURF to the pelican hook. Use of a fixed-padeye keeps the highline at a single point above the load landing area. To lower the load, use a cargo drop reel. Although less desirable, tension/detension may be used to lower the load; that is, to slack the highline for lowering the load.
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For lowering loads at a pendant receiving station, use a cargo drop reel, which is the preferred method. Tension/detension can also be used.
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Figure 10-34 STREAM with messenger-rigged STAR hauled into receiving station
10.6.1.4 STREAM with SURF and SURF Hook Assembly STREAM with traveling SURF is an all-tensioned wire rig with highline, inhaul, and outhaul lines being tended by winches in the delivering ship. See figure 10-35.
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10.6.2.1 Equipment Used with Synthetic Highline Transfer HIGHLINE For personnel transfer, use double-braided, polyester line, 4 inches in circumference and at least 350 feet long. A synthetic (newco type) thimble of appropriate size is spliced in the delivery end of the highline with a 1-inch, grade-A, safety anchor shackle. Use this shackle to secure the highline to the receiving ships attachment point. NOTE: Use only this double-braided polyester line (MIL-R-24536) to transfer personnel by highline.
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WARNING: Only in an emergency should personnel transfers be conducted at night or during heavy weather. 10.6.2.3 Transfer of Light Fleet Freight and Mail You can transfer light fleet freight, mail, medical supplies, movies, and similar materials by synthetic highline, light line, helicopter, a STREAM, or a nontensioned rig. VERTREP is an ideal means for underway transfer of light fleet freight, nonregistered mail, and movies. Use the procedures covered in this chapter. Transfer light fleet freight and mail by synthetic highline taken to power, after the receiving stations highline padeye is static tested for a minimum load of 30,000 pounds (13,608 kg). When the highline padeyes test load is below the minimum, have the highline hand-tended. NOTE During transfer of mail at night, attach a cluster of at least three chemical lights or a cluster of at least three one-cell, white, watertight flashlights to the bag. 10.6.2.4 Classified Material and Controlled Substances Classified material, registered United States mail, narcotics, alcohol, and drugs must be properly safeguarded when being transferred. Obtain a weighted bag from the CMS custodian. The weighted bag will sink if it is lost from the rig. Attach the weighted bag to a self-mousing cargo hook. Attach a wire preventer to the bags straps, to preclude loss of the bag. Secure a seizing line to the opening of the bag to prevent inadvertent loss of the contents during transfer.
10.6.2.5 Regular United States Mail and Movies Transfer these items in a flotation bag to prevent them from sinking. Attach a wire preventer and seizing line to them as described above. 10.7.0 VERTICAL REPLENISHMENT Vertical replenishment (VERTREP) employs a helicopter to transport cargo from the deck of an UNREP ship to the deck of the receiving ship. VERTREP augments or, in some cases, replaces connected replenishment. It can be conducted with the receiving ship alongside during connected replenishment; over the horizon in an ASW screen, firing gunfire support; or at anchor anywhere within range. Range depends upon the helicopter, flying conditions, and the load.
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The cargo is stacked on the pallet as tightly as possible, preferably to a height of 50 inches. The side panels are drawn around the load and secured with the straps and buckles provided. Then, the top panel is strapped tightly over the top of the load. The lifting straps may be secured to the load with masking tape or a couple of turns of sail twine to prevent their becoming entangled under the forklift truck while being transported to the staging area. ADJUSTABLE PALLET SLINGS The adjustable pallet sling, also known as the Peck and Hale sling, is a two-loop, wire rope sling used for transferring pallets (fig. 10-44). To adjust the sling, press the loops under the pallet and pull the bitter ends of the wires through the stirrups, removing all slack from the loops and tightening the spreader wire across the top of the load. The sling is adjusted so that the hoisting eyes are centered at equal heights above the pallet; then the stirrups are latched over the nearest swage fittings, and the lock is engaged.
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HOISTING SLINGS Several types of hoisting slings are available in the fleet today. One type is the Mk 105, sometimes called the multi-leg pole pendant. It is approved for all types of VERTREP loads up to 6,000 pounds. The Mk 105 consists of two parts: the pendant and the legs. See figure 10-45. The pendant, made of 1 1/8-inch-diameter double-braided nylon rope, is approximately 12 feet long, with a silicone-impregnated eye at one end. The silicone impregnation allows the eye to slip off the helicopter hook when released and aids in removing the legs from the pendant. A 6-foot plastic reach tube encases the upper portion of the pendant and provides the rigidity needed to place the upper eye over the helicopter cargo hook. The legs, made of 15/16-inch double-braided nylon, are 6 and 10 feet long, with an open eye splice at one end and a positive-closing, self-locking cargo hook at the other. As many as six legs may be attached to the lower pendant eye by means of choker hitches. The number of legs used is determined by the number of attachment points on the load. Four legs are furnished with each pendant at the time of issue.
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10.7.2 Preparations and Procedures on the Delivering Ship VERTREP can commence within an hour after the order is given. Usually, 1 to 3 days before the scheduled day, the delivering ship begins to break out, strike up, sort, and palletize cargo to be transferred. With the exception of chilled and frozen items, as much material as possible is assembled into loads and staged near the VERTREP area. Cargo is staged by destination and type within the specified area so as to be accessible to the hovering helicopter. It is important that like cargo be transferred load after load, so that strikedown crews on the receiving ships need not be shifted back and forth. Usually, chilled and frozen cargo is broken out last and transferred first.
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Pallets and nets should be loaded as heavily as safety permits. Small and lightweight articles should be placed on top of heavier items and covered with tarps or otherwise secured to keep them from blowing away. Complete loads should never be made up of items such as light bulbs, because the wind or rotor wash may blow light loads against the fuselage of the helicopter, damaging either the load or the aircraft, or both. When possible, all packages should be interlaced on a pallet. All palletized loads should be strapped or banded as tightly as possible. Previously banded loads should be checked, and bands or straps added if needed.
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Each load must be marked with its weight and destination. Because the most efficient load for helicopters presently being used for VERTREP is around 3,000 pounds, light loads should be stacked together and paired for delivery. See figure 10-47 for an example of a paired load. Paired loads should be approximately the same size and shape to reduce the possibility of their tipping when being picked up or set down. Depending on the space available on the receiving ship, up to four pallets may be transported at the same time.
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WARNING: The powerful rotor wash of the helicopter can pick up a loose object and hurl it with sufficient force to injure an individual or the aircraft. Station a signalman to direct the helicopter. Signal flags are optional.
WARNING: Personnel on deck must not attempt to steady loads swinging under a helicopter.
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Figure 10-48 Preparation of nets and pallets for return to UNREP ship
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The lights are one-cell flashlights or chemical lights with lenses up and are pinned at 2foot intervals on a 6-inch canvas strip. Similar lights are secured to the comers and edges of gun and torpedo mounts and like structures. Booms, guys, preventers, stanchions, and so on, are marked by rows of three red lights placed 6 inches apart. 10.8.3 Rig Markings To reduce the chances of mix-ups, identify the ends of messengers and other lines by stencils on 5-inch by 6-inch pieces of canvas, hand sewn to the lines in such a way that they will pass through fairlead blocks. Identifying stencils are as follows: Messenger Attach zero end B/B phone/distance line Sta/sta phone Messenger return Highline messenger
Each square of canvas also should have a red flashlight or a chemical light attached.
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When a transfer must be made to a noncertified landing or hover area, the pilot may use red or white landing lights to make a safe approach. The landing signalman uses amber wands for directing the helicopter. The hookup person uses a green wand to show the point of pickup, or a one-cell flashlight taped to the top of his or her helmet. This procedure leaves both hands free to hook up the loads and makes it less likely that the light will drop and be lost among the loads. Information on weight and destination of loads is transmitted to the pilot by radio, but no transmissions should be made to the pilot by outside sources while the aircraft is hovering over the ship. Such transmissions will interfere with directions from aircrew personnel at the cargo hatch. During night VERTREP, only the shortest pole pendants should be used to hook loads to the helicopters cargo hook. Using only pendants of one length makes it easier for the pilot to use the same reference points for hovering while picking up or dropping successive loads. The shortest pendants are preferable because it is difficult to hover at the higher altitudes required with the longer pendants.
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You must plant it firmly in your head that the first step to good paintwork is proper preparation of the surface. The most expensive and best paint in the world will be of little value as a protective or decorative coating when it is applied on a surface that has not been properly prepared. The Navy has spent many years experimenting with different paints in all types of climate and environment. As a result of these tests, the paints that you use are the best and most efficient for general use aboard ships. You must use the proper pretreatment, and then primers and paints, in sequence, with the prescribed number of coats to make the surfaces painted hold up to the ocean environment and retard deterioration of the ship. 11.1.0 COMPOSITION OF PAINT Paint consists of four ingredients - pigment, vehicle, drier, and thinner. In the making of any paint, the pigment is ground into the vehicle and the drier is added. Next, the thinner is added to make the paint the proper consistency for applying by brush, roller, or spray gun. 11.1.1 Pigment Opaque white pigment is zinc oxide. It has a very fine texture, but is usually mixed with titanium dioxide and other pigments for exterior work. This action is taken because zinc oxide alone makes a film that is too hard and brittle to withstand the extreme changes of outdoor temperature, which causes the paint to crack and scale off. Titanium dioxide and zinc oxide are the principal white pigments in Navy paints. Titanium dioxide is a white pigment with the highest hiding power of any known pigment. Both titanium dioxide and zinc oxide are also considered "strengthening pigments" because they help increase the lasting quality of the paint. Paint extenders, or inert pigments, are those that are chemically stable and do not affect color or destroy the life of the vehicle. They are used for various purposes, such as the following: To provide a less expensive base for certain kinds of colors To decrease the amount of chemically active pigments in the paint To reinforce the paint film To limit spreading power and increase the thickness of the paint film To make a good primer coat (base) for the finish coat To help prevent settling or caking in the container
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Sharpening any tool in this manner causes the sharp edge to curl back or feather. The last step in sharpening is to remove the feathered edge. This may be done by lightly touching the flat side of the scraper to the side of the wheel, but a better method is to remove the feather with a fine file.
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11.3.1.2 Power Tools The most useful power tool for surface preparations is the portable grinder, shown in figure 11-3. This usually comes equipped with a grinding wheel which, for wire brushing purposes, is replaced by either the rotary wheel wire brush or the rotary cup wire brush. The light-duty brushes are made of crimped wire, and the heavy-duty brushes are made of tufts of wire formed by twisting together several strands of wire. Scaling may be done by either of the brushes tools shown in figure 11-4. A chisel about 8 inches long and 1 1/4 inches wide is used with the pneumatic hammer. The hammer is held so that the chisel strikes the surface at a 45 degree angle. Great care must be taken not to dent the surface, thereby forming low and high areas, which might lead to early failure of the thin paint film deposited on the high points.
Figure 11-3 Electric portable grinder and wire
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The rotary scaling and chipping tool, sometimes called a deck crawler, is electricpowered and has a bundle of cutters (or chippers) mounted on either side. In use it is pushed along the surface to be scaled, and the rotating cutters do the work. Replacement bundles of cutters are available. Also available is a larger, heavier model of this tool, designed especially for scaling decks, but only carriers and tenders have them on their allowance lists. The electric disk sander is also a handy tool for surface preparation, but great care must be taken when you are using this machine. The disk should be moved smoothly and lightly over the surface. It should never be allowed to stay in one place too long, because it will cut into the metal or wood. 11.3.1.2.1 Sanders Portable sanders are designed to hold and operate abrasives for sanding wood, plastics, and metals. The two types of sanders you will find useful on deck are the disk sander and the orbital sander. 11.3.1.2.2 Disc Sander Electric disk sanders (fig. 11-5) are especially useful on work where a large amount of material is to be removed quickly, such as scaling surfaces in preparation for painting. This machine, however, must not be used where a mirror-smooth finish is required.
Figure 11-5 Portable electric disk sander
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The pad around which the abrasive sheet is wrapped extends beyond the frame of the machine, so it is possible to work in tight comers and against vertical surfaces. 11.3.1.2.4 Needle Gun Scaler The needle gun scaler (fig. 11-7) is used to remove rust, scale, and old paint from steel surfaces aboard ship. You must be careful when using the needle gun, because it will chew up anything in its path. The needle gun scaler does the job with an assembly of needles impacting on the surface hundreds of times a minute. The main advantage of this scaler is that it can clean out irregular surfaces. Figure 11-8 shows how the needles selfadjust to the contour of various surfaces. Do not use the needle gun scaler on light-metal surfaces, as it will pit the surface with its impacting needles.
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11.3.2 Safety Precautions for Electric and Pneumatic Tools Most electric tools are powered by 115-volt motors. Many people tend to consider 115 volts not worthy of even moderate precautions. But, make no mistake about it, 115 VOLTS CAN AND DOES KILL! All electric power tools in the Navy are of the three-wire, grounded type. Even so, the operator can receive a shock if the insulation on the wires becomes defective (because of age, abrasion, or defective repairs), the ground circuit is not complete, or the operator becomes grounded
All electric power tools must be inspected by an electrician before they are used. If there is any doubt about the condition of a tool while you are operating it, take it to the electric shop immediately. Never allow anyone to operate any power tool that is functioning improperly.
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CAUTION Before you open the control valve, see that nearby personnel are not in the path of the airflow. Never point the hose at another person. Before you connect an air hose to the compressed air outlet, open the control valve momentarily. Then, make sure the hose is clear of water and other foreign material by connecting it to the outlet and again opening the valve momentarily. Before you connect, disconnect, adjust, or repair a pneumatic tool, stop the flow of air to the pneumatic tool by closing the control valve at the compressed air outlet.
11.4.0 TYPES OF PAINT As you know, there are many different kinds of paint. For example, you cannot use the same type of paint on the deck topside and on the bulkheads in the captains cabin. There is a different paint made for almost every purpose. In this section, you will find briefly described of the most commonly used paints. Detailed instructions concerning the proper paints to use for each job will be found in chapter 631 of NSTM or in NAVSEA publication S0600-ABMMO-010, Preservation of Ships by Ships Force. 11.4.1 Varnishes Varnish is used as a vehicle and also as a separate coating. As a vehicle, it is found chiefly in primers, and deck paints, where hardness, gloss, water resistance, and similar properties are desired. The varnishes used by the Navy may be classified under two types - oil varnishes (such as spar varnish and interior varnish) and spirit varnishes (such as shellac and dammar varnish).
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As you can see by the list of equipment that can be coated with WSA, your maintenance requirements topside, and in the spaces that deck maintains, can be greatly reduced through the superior corrosion resistance of thermal spray. Your job, as a PO supervisor, is to make sure that your crew does not destroy this protection by chipping it off. Tell your crew what items are to be worked and what equipment is to be left as it is. For more information on thermal-sprayed items, refer to NSTM, chapter 631, section 6.78. 11.6.0 DRYING TIME Paint drying times vary widely, from 4 hours for zinc-dust tank paint to several days for some paints at cold temperatures or with poor ventilation. When you are going to add a second coat, it is especially important to know when the first coat will be dry. Actual drying times may vary a few hours because of atmospheric conditions, the condition of the surface, the paint film thickness, and other factors. The normal drying time for most Navy topcoat paints is 8 hours under normal conditions. For example, if you are doing interior painting on a damp day, you must remember that it may take longer than average for the paint to dry. For further information on the on the drying time of the paint being used you can consult the MSDS sheet or the ASTM. 11.7.0 SMALL BOAT BOTTOMS In preparing small boats for painting, you must remove any foreign matter on the boat by scraping and surface cleaning. Surface cleaning provides a rough surface, which is free from contamination, gouges, and sharp projections. Surface cleaning varies with the type of surface, the preparation needed, and the size of the area being cleaned. The different cleaning methods are as follows: Hand cleaning by the use of hand tools and solvent cleaning of the surface Power-tool cleaning by scaling and sanding the surface Abrasive blasting on metal surfaces
11.7.1 Wood Surfaces Usually, the first step in preparing a wood surface for repainting - particularly if no paint is to be removed - is to wash it. The next step would be to lightly sand the surface to smooth it out and give the new coat of paint something to adhere to.
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11.7.4 Aluminum Surfaces The Naval Sea Systems Command is greatly concerned with the amount of corrosion of aluminum aboard ship. This section, some of which bears little relation to painting, was prepared especially to acquaint BMs with the problem, for it is felt by personnel of NAVSEA that properly informed BMs will be able to halt or prevent much of the deterioration of shipboard aluminum. In all cases the corrosion is greater where moisture is present and metal of another type (or wood) comes in direct contact with aluminum. When dissimilar metals, such as aluminum and steel in contact, are exposed to an electrolyte (seawater, for example), an electrical current flows from one to the other, resulting in galvanic corrosion of the aluminum. The principle is the same as that used in batteries and in electroplating. The
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When you are preparing to paint these joints, never remove the caulking. If you find an area of caulking that has deteriorated or if moisture appears to be underneath the caulking, remove the damaged section. The surface of the joint must be completely dried and the caulking renewed before you start priming. Never cut away the insulating tape. Wood that comes in contact with aluminum must be covered with a coat of spar varnish (Fed Spec TT-V-119). Insulation tape must be placed between the two surfaces. This applies to all cases, even minor items such as aluminum label plates attached to wood or steel and to plates of any kind of metal attached to aluminum. Power tools, such as
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Interior surfaces are prepared with one coat of formula 84 or 84D. If a vinyl system of paint is to be used, formula 120 vinyl primer is used. On some ships, fasteners (screws, bolts, rivets, toggle pins, and so on.) of steel, brass, and bronze have been substituted for the original in aluminum ladders, lifeline stanchions, lockers, and so on. This practice must be discouraged; the substitutes must be replaced by fasteners of the original type. If information concerning the original item is not available, replacements of stainless or galvanized steel generally may be considered safe. 11.7.5 Ships Bottoms The condition of the ships bottom has considerable effect on steaming performance. So, before applying paint to the bottom, you must be certain that it has been cleaned carefully. A special problem is involved because oil and grease often accumulate near the waterline. Paint applied over grease may not adhere or dry, so you must remove all traces of grease with a solvent. One other point about preparing ships bottoms for painting: DO NOT REMOVE PAINT THAT STICKS AND IS FREE FROM FOULING. Remove blistered, flaked, or loose paint by sandblasting, hydroblasting, or hand cleaning; but do not touch paint that adheres firmly and gives protection to the bottom. Clean antifouling paint that is over 2 years old to its original color and apply two additional coats. Where paint is completely removed and the metal or wood is bare, replace all the coats of the bottom system. 11.7.6 Piping Systems In cleaning piping systems, you must not mar the surface. The ordinary procedure is to remove loose paint from the pipe with a scaling tool, and then go over the pipe with a wire brush to remove all loose particles. At some naval shipyards, when a big overhauling job is under way, the pipes may be taken out and sandblasted while other machinery is being moved.
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Open the paint can, and if a skin has formed on the top of the surface, carefully remove it and throw it away. Pour the top two-thirds of the paint into another can, as shown in view A of figure 1111. Stir the pigment and liquid in the first can until the paint is mixed smoothly. You may use a mixture attachment on an electric or pneumatic drill.
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Once the paint is completely mixed, strain it through cheesecloth or a fine-mesh wire screen to catch any particles or bits of skin that did not get dissolved in mixing. Some of the newer paints require special mixing procedures and waiting periods before they are used. When preparing your epoxy and polyurethane paints, make sure you carefully follow the manufacturers instructions on mixing, waiting periods, and application. 11.9.0 PAINT MIXING AND ISSUE ROOM The paint mixing and issue room (paint locker) is a readily accessible space aboard ship, designed for the mixing and issuing of paint and materials used in daily work. The paint locker is also used to store brushes, rollers, spray equipment, and mixing attachments. The paint locker must be kept clean, cool, and dry. Inside the paint locker, you should have a worktable, shelves, racks for storing the paint, and a wash-tank system. The wash tank is place to clean used brushes and a space to dry them. The tank must be cleaned at regular intervals and the surrounding area kept clean.
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The most useful paintbrushes are the flat brush, the oval sash, and the trim brush. A skillful painter using a flat brush can paint almost anything aboard ship. Flat brushes are wide and thick, carry a large quantity of paint, and provide a maximum of brushing action. Sash brushes are handy for painting small items and those hard-to-get places and for cutting in at comers. These brushes and some others commonly used aboard ship are shown in figure 11-12.
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Remember: After brushes have been used, they should never be left in an open can of paint or exposed to the air. Good brushes are hard to get, take care of them. Clean them immediately after they are used, and then store them properly.
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When you are using a flat brush, do not try to paint with the narrow edge. That will wear the corners down and spoil the shape and efficiency of the brush. When you are using an oval brush, do not let it turn in your hand. An oval brush that has been revolved too much will wear to a pointed shape and become useless. Do not poke oversized brushes into corners and around moldings. Such use will ruin a good brush by bending the bristles. Use a smaller brush that will fit into such odd spots Before you start to apply paint to the surface, work the paint well into the brush. This is done by holding the mixing paddle tightly over the rim of the bucket, dipping the brush into the paint, and then wiping the brush clean across the edge of the paddle. Do this several times so you will be sure the brush is filled with paint. When applying paint, dip slightly less than half of the bristles into the can. Draw the brush lightly against the inside of the can, and then apply it to the surface to be painted. Be careful not to overfill your brush; if it is too full, paint will drop all around the work. Hold the brush at right angles to the surface being painted, with the ends of the brush just touching the surface. Lift the brush clear of the surface when you are starting the return stroke. If the brush is held obliquely and is not lifted, the painted surface will be uneven, showing laps and spots and a daubed appearance. Also, a brush that is held at too great an angle will soon wear away at the ends.
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If there is no definite break such as the angle between bulkheads and overheads or bulkheads and decks, you should draw a line to follow. You can do this either with a straightedge or by snapping a chalk line. To snap a chalk line, mark a couple of reference points first, one at each end where the line will be. Then, chalk the line and stretch it taut between the reference points. Have somebody pull the center of the line about 6 inches out from the surface and let it snap back against the surface. This leaves a neat, straight line. Cut in as already described. You may want to paint up close to the line, and then cut in; but usually it is best to cut in first and paint out from that line. 11.10.3.3 Film Thickness For interior painting, apply paint in the lightest possible coat that will cover the surface. Several reasons are explained here.
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When an interior surface has already had a total of four coats of paint (including primer) or if the total thickness of the existing paint amounts to 0.005 inch, the old paint should be removed before a new coat is applied. 11.11.0 WORKING CONDITIONS Painting should not be attempted when the temperature is below 32F. In cold weather, moisture condenses on surfaces and the paint will not stick. Also, the thinner evaporates too slowly, increasing the drying time. For best results, painting should be accomplished in warm weather - between 60F and 80F. In hot weather, however, paint dries too rapidly and makes brushing and rolling difficult. Humidity and ventilation are also important conditions. If there is too much humidity, it may condense on the bulkheads and make painting difficult. To reduce humidity, you can increase the temperature or improve the ventilation. Proper ventilation is also necessary to carry off solvent fumes and to furnish oxygen so the paint will dry properly. 11.11.1 Striping Striping can be a relatively easy job if you use masking tape. You can use either a brush or a spray gun with masking tape. There are two basic methods to follow, depending on whether the surface to be striped has been finished. 11.11.1.1 Striping Method No. 1 If the surface is already painted and you do not want to do a complete repainting job, you can still add stripes without injuring the finish. First, decide on the position and width of the stripe; then apply masking tape to both sides of the stripe. Figure 11-17 shows how to apply the tape. It is a Figure 11-17 Applying masking tape good idea to add a further protective covering on both sides, wide enough to prevent daubs or overspray from striking the rest of the surface.
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Large areas, such as decks and ships sides, free of rivets, bolts, cable, pipes, and so on, can be quickly covered with paint by using rollers. To get uniform coverage, always try to pick up the same amount of paint with your roller and paint the same size area. (A 7inch roller filled with paint will cover about a square yard; a 9-inch roller, of course, will cover slightly more.) There are two types of trays used with a paint roller: a conventional type, found in a hardware store, and a specially designed grid that fits inside 5-gallon pails. To use either type, dip your roller in the paint at the lower end of the tray and roll it lightly toward the raised end. Repeat this process as necessary to fill the roller evenly. Then, quickly apply it to the surface to be painted, using the same laying on, laying off technique, with a w pattern, AD PIC , CHECK 634 used when painting with a brush. A moderate amount of pressure must be applied to the roller to ensure that the paint is worked into the surface. If pressure is not applied, the paint will not adhere and soon will peel off. After use, the fabric cylinder should be stripped from the core, cleaned in the solvent recommended for the paint used, washed in soap and water, rinsed thoroughly, and replaced on the core to dry. Combing the pile of the fabric while damp will prevent matting.
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The nonbleeder gun is equipped with an air valve that shuts off the air when the trigger is released. It is used with compressing outfits having a pressure controlling device.
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A pressure-feed gun operates by air pressure that forces the fluid from the container into the gun (fig. 11-22). This is the type used for large-scale painting.
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11.13.2 Containers The cups or tanks that hold the spray material before delivery to the gun are called containers. The job you are going to do determines which one of the several kinds of containers to use. Suction-feed cups are used for small quantities of lightweight and medium-weight spray materials, such as lacquers. Gravity-feed cups are small and are attached directly to the top or side of the gun. They normally are used only on artists and decorators guns, or on small touch-up guns. Pressure-feed cups (fig. 11-25) are considered best for handling small quantities of enamels, plastics, or other heavy materials on jobs where fine adjustments and speed of application are needed. Pressure tanks vary in size, from 2-gallon to 60gallon containers. Figure 11-26 shows a common type of pressure tank. As you can see, it is a complicated mechanism. There are two general types: the regulator type and the type that uses the equalized pressure tank.
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The regulator type is equipped with one or two regulators, a safety valve, a release valve, and a pressure gauge. The equalized pressure tank is equipped only with a safety valve and a release valve. The regulator type may also have one or two hand-operated or motoroperated agitators. If there is only one regulator, it regulates the fluid pressure in the tank only. If there are two regulators, one regulates the fluid pressure in the tank while the other regulates the air pressure to the gun. Each regulator operates independently of the other. The pressure tank shown in figure 11-26 is equipped with air and fluid outlets and fittings, pressure regulators, and gauges to permit more than one spray gun to be used at the same time. Sometimes, instead of pouring the material directly into the tank, you put a separate container, called an insert container, into the tank. With this type of container, you can make quick changes of color or material without having to clean the tank. Moreover, you can mix your materials ahead of time and have them on hand.
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When you spray corners (both inside and outside comers), stop 1 or 2 inches short of the comer. Do this on both sides, and then turn your gun on its side and, starting at the top, spray downward, coating both sides at once. (See fig. 11-30.)
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When you are spraying a large area into which small parts and pieces protrude, first lightly coat those items. Then, go over the whole surface. For example, if you are painting a compartment, first spray the hatch coamings, doorframes, rivets, exposed bolt heads, and all small items secured to the bulkheads. Then, do the entire compartment. This eliminates a lot of touching up later. 11.13.7 Common Spraying Defects The most common defects in spraying paint coats are orange peel, runs and sags, pinholes, blushing, peeling, and bleeding. ORANGE PEEL is a general term used to describe a painted surface that has dried with a pebbled texture resembling an orange peel. This may be caused by the use of improper thinners, a spray that is not fine enough, holding the gun too far from (or too close to) the surface, improper mixing of the material, drafts, or low humidity. RUNS usually are the result of using material that is too thin. SAGS result from too much material. Runs and sags can also be caused by too big a lap being allowed in spraying strokes and by poor adjustment of the spray gun or pressure tank. Dirty or partially clogged passages for air or fluid will also cause uneven distribution. PINHOLES may be caused by the presence of water or excessive thinner in the paint or by too heavy an application of quick-drying paint. In either case, small bubbles form and break in drying, leaving small holes. BLUSHING resembles a powdering of the paint. What happens is that the cellulose material in the paint separates from its solvent and returns to its original powder form. Water is usually the cause of this - either moisture on the sprayed surface or excessive moisture in the air. When blushing occurs, you will have to remove the defective coating, because the moisture is trapped within the material and will remain there unless the coating is removed.
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11.13.8 Care of the Spray Gun Spray guns (as well as paint containers and hoses) must be cleaned thoroughly after they are used. The steps in cleaning a pressure-feed gun are shown in figure 11-31. First, back up the fluid needle adjusting screw and release the pressure from the pressure tank by means of the release valve. Hold a cloth over the air cap and pull the trigger - this forces the spray material back into the tank. Now, remove the fluid hose from the gun and run a solvent through it. There is a special hose cleaner made for this purpose. Dry out the tip and clean the tank. Soak the air cap in solvent. When the holes are clogged, use a toothpick to clean them. Put all clean parts back in place, and the gun is ready for use again.
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11.13.9 Lubrication of the Spray Gun Your spray gun also needs a lubrication. The fluid needle packing should be removed occasionally and softened with oil. The fluid needle spring should be coated with grease or petrolatum. Figure 11-33 shows where these parts are and also the oil holes in which you occasionally should put a few drops of light oil.
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Possible Causes Foreign matter on valve seat Worn or damaged valve seat Sticking valve stream Bent valve stem Packing nut loose Worn or damaged fluid tip needle Foreign matter in fluid tip Packing nut too tight Wrong size needle Insufficient material in container Tipping container to excessive angle Obstructed fluid passageway Loose or cracked fluid tube Loose fluid tip or damaged tip seat Too heavy a material Clogged air vent in container lid Loose or damaged coupling nut or cup lid Fluid tube resting on bottom Air cap horn holes partially clogged Dirt on air cap or fluid nozzle
Remedies Clean Replace Lubricate Replace Adjust Replace Clean Adjust Replace Refill Take greater care Clean Tighten or replace Tighten or replace Change to pressure feed Clean Tighten or replace Use proper fluid tube Rotate air cap 1/2 turn and spray another pattern If defect is inverted, fault is on/in air cap. If pattern is same, fault is on/in fluid nozzle. Clean proper part.
11.13.10 How to Remove the Spray Head To clean or repair the spray gun or to change to a different color of paint, you may have to change the spray head. In modern spray guns, this is a fairly simple operation. First, remove the gun from the air and fluid hose lines. Holding the gun in the left hand, pull the trigger all the way back and loosen the locking bolt with the wrench provided for the purpose. Push the trigger forward as far as possible, and pull the spray head forward. (See fig. 11-34.) To replace the head, push the trigger forward and insert the spray head. Then, hold the trigger back and tighten the locking bolt.
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11.13.11 What Not to Use in Your Spray Gun As a general rule, Navy paints, enamels, lacquers, synthetics, varnishes, and shellacs are suitable for spray work with ordinary equipment. Material containing small gritty particles, such as alkaline coverings, rubber hose paints, plastics, and mastic paints, should NEVER be used in standard equipment. They will damage the ordinary machines; therefore, you should use only the special outfits designated for use with those paints. 11.13.12 Respirators Spray painting breaks up the paint into a fine spray in which fumes, pigment, and vehicle are released in the air. If you breathe these fumes and particles or otherwise absorb them into your body, they can permanently damage your health. Be careful. Always wear a respirator when you spray or when you are in the vicinity of spray work. (See OPNAVINST 5100.19 for detailed protective requirements.) A respirator is a necessary piece of personal protective equipment to protect you from the toxic chemicals in painting operations. To get full protection, you must use the proper type of respirator for the job you are doing and the chemicals you handle. The general types of respiratory protective devices used in spray painting operations are the air-line respirator and the chemical cartridge respirator. Air-line respirators (fig. 11-35) are needed when you are working in confined spaces or when adequate ventilation is not available. Air supplied must be approved for use in breathing air systems. The chemical cartridge respirators (fig. 11-36) are used only for exposure to specific chemicals, which are indicated on the cartridge, and for limited time periods in atmospheres that contain sufficient oxygen. Cartridges must be replaced when you can smell vapors in the mask, when breathing becomes difficult, or when the respirator has been used for the specified lifetime of the cartridge.
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Figure 11-35 Pressure demand air-line respirator with ultravue facepiece and required hose and belt
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12.1.2 Hazardous Material Coordinator The job of HM coordinator is one of the most important jobs in the Navy. This is one of the hardest jobs on any ship or shore facility. The HM coordinator shall do the following: Ensure that all shipboard management procedures are followed at all times. Ensure that all supervisors are trained annually in all procedures dealing with HM handling, stowage, usage, spill response, and proper disposal procedures relative to HM and in the use of Material Safety Data Sheets (MSDS). Ensure that all HM are in their proper locations and that the types and quantities kept on board ship are identified and listed. The list will be reviewed annually by the executive officer, safety officer, and the department heads to determine ways to minimize the number of HM stowage places on board. The safety officer, gas free engineer, damage control assistant, and medical department representative (MDR) shall be provided a list of locations. Ensure that all HM is inventoried annually and that the inventory is updated monthly for new procured items. Retain all Hazardous Material Information System (HMIS) data, which contains MSDS information. Make sure that all MSDSs are available to all hands.
12.1.3 Division Officer The responsibilities of the division officer are just as important as the HM coordinator, because they are more familiar with their spaces. The division officer shall do the following: Ensure that when new HM is transferred into other containers, they are properly labeled. Ensure that approved personal protective clothing and equipment are available for training and normal handling of HM. Prior to personnel handling any HM, ensure that they be trained to understand all procedures for each piece of HM they are handling. Make sure that all MSDSs are available for personnel at all times. Ensure all personnel are trained upon reporting aboard and also, trained annually thereafter. Maintain records of all stock levels, locations, and usage of HM. Ensure that the commanding officer approves all open purchase items.
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ALL hands shall do the following: Ensure that all HM removed from stowage for use is returned to appropriate stowage upon completion of use, or at the end of the work day. Follow the instructions provided for the proper use of HM. Collect and segregate all residue resulting from the use of HM for proper disposal. Report all spills of HM to the officer of the deck, division officer, and damage control central. Return HM improperly stowed in work or berthing spaces for proper stowage. Report any violation of HM use, stowage, and handling precautions to the supervisor for resolution/correction.
As you can see, HM is the responsibility of all hands to ensure that everything you do concerning HM handling is in the proper manner, and if you do not know what to do, ask someone who does. 12.2.0 HAZARDOUS MATERIAL IDENTIFICATION SYSTEM 12.2.1 Labels Department of Transportation (DOT) hazardous labels must appear on shipping containers of HM. You must be able to identify the symbol. A number at the bottom of the label without any name identifies the material in the container. 12.2.2 Placards Placards are almost the same thing as labels; they are just larger in size and some of them have the name of the material and the flash points on them for quick reference. 12.2.3 Warning Label Plates Warning label plates have various types of information on them dealing with a particular type of HM you may encounter in your everyday life on board ship or on shore duty.
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12.3.1 Definition of Hazardous Material What is hazardous material? HM is any material that, because of its quantity, concentration, physical and chemical characteristics, may pose a real hazard to human health or the environment. Hazardous materials include the following categories: Aerosols Compressed gases Oxidizing material Toxic or poisonous materials Flammable and combustible materials Corrosive materials, such as strong acids and alkalies
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Manufacturers may use any format or arrangement of this information, but every MSDS must include all the items. Some MSDSs contain ingredient information that the manufacturer considers proprietary (a trade secret). Proprietary information is provided on the compact disk-read only memory (CD-ROM) labeled LR version. The L version does not contain proprietary information. Only safety and health professionals should have access to the LR version of the CD-ROM.
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Face shields, to be attached to a helmet, to provide full-face splash and splatter protection.
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Face mask, such as respirator components, to provide face protection against chemical splashes and mists. The degree of protection varies with the type of mask.
12.4.2 Eye Protection Eye protection equipment is to protect against chemical vapors, mists, gases, dusts, and splinters. The following devices provide eye protection: Safety glasses with sideshields to protect against direct splashes and flying objects, but which are not gas tight.
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Splash boots to protect shoes and feet from HM spills. These are frequently worn over safety shoes.
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12.4.5 Full Body Protection Full body protective clothing provides protection against HM spills, splashes, and mists. This clothing includes the following: Aprons, covering the front of the body from ankles or knees to the chest
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NBG is responsible for coordinating a Beach Master Unit (BMU), an Amphibious Construction Battalion (ACB), and two Assault Craft Units (ACUs). The Naval Beach Group provides the elements of the BMU, ACB, and ACU personnel and equipment to the Naval Support Element for MPF and assault follow-on echelon. NBG can provide landing craft, beach control and surf salvage capability, communications, causeway ferries, floating causeways (FCs), roll on/roll off discharge facilities and Ship-To-Shore (STS) bulk fuel/water transfer systems, tent camps and limited construction capabilities. 13.1.1 Amphibious Construction Battalion (ACB) The ACB is a permanently commissioned naval unit, subordinate to CNBG, and commanded by a civil engineering corps (CEC) officer. The battalion is designed to provide an administrative unit from which personnel and equipment are formed in tactical elements and made available to appropriate commanders to operate floating causeway piers, causeway ferries, warping tugs, and bulk fuel and water systems. The ACB also augments the BPT with a bulldozer and operator to assist in beach operations. The primary mission of the ACB is to support Logistics Over-the-Shore (LOTS), Joint Logistics Over-the-Shore (JLOTS), and MPF operations. This support includes STS transportation of vehicles, tanks, weapons systems, combat cargo, bulk fuel and water, and tactical camp operations and to undertake logistic construction projects within the capabilities of assigned personnel and equipment. The ACB is charged with performing a variety of tasks during an MPF operation; primarily it provides personnel for the Beach Support Unit. MPF operations may occur simultaneously with Assault Echelon (AE) and Assault Follow- On Echelon (AFOE) operations. The many combinations of personnel and equipment that may be employed require a highly flexible organization to provide tactical elements.
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13.2.0 AMPHIBIOUS ASSAULT OPERATIONS The ship-to-shore movement is the portion of the assault phase of an amphibious operation that includes the deployment of the landing forces from assault shipping to designated areas. Its objective is to ensure the landing of troops, equipment, and supplies at prescribed times and places and in the formation required by the landing force scheme of maneuver for operation ashore. Ship-to-shore movement may be executed by water, air, or a combination of both. It commences at the order of the Commander, Amphibious Task Force (CATF), and concludes when the unloading of all assault shipping is completed. 13.3.0 AMPHIBIOUS SHIPS AND ASSAULT CRAFTS The following ships and landing craft are vital to carrying out the operation of an amphibious assault.
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13.3.4.4 Landing Craft Mechanized (LCM 8) The LCM-8 is attached to the ACUs and embarked on the maritime prepositioning ships. The boat has a large bow ramp that drops to allow personnel and equipment to hit the beach during an amphibious operation. The LCM-8 transports cargo, troops, and vehicles from ship-to-shore or in retrograde movements; and can be used in lighter and utility work in harbors. It is designed for use in rough or exposed waters and can be operated through breakers and grounded on the beach. The LCM-8 is equipped with two .50 caliber machine gun mounts for self defense when directed.
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These craft are capable of beaching where conditions permit and, with the exception of the LCPL, are provided with bow ramps for discharging personnel and equipment directly on the beach. Landing craft are usually preloaded and lifted to the objective area in the well of LHDs, LSDs, and LPDs or embarked on surge shipping of MPF.
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13.3.4.7 Causeway Ferry (CF) The CF (Figure 13-6) is a powered cargo transfer lighterage platform capable of receiving, transferring and discharging cargo from ships anchored in-stream to and from the shore during LOTS operations. The CF is capable of operating in SS3 and surviving in SS4. The CF moors to the roll-on/roll-off discharge facility (RRDF), or alongside a ship for loading and offloading cargo. The Causeway Ferry Powered Module (CFPM) provides propulsion and control of the CF and support for other systems.
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13.3.4.7.2 Beach Module (BM) The BM (Figure 13-8) is a part of the CF platform. The stern of the BM is flexibly connected to either an IM or the CFPM as part of the CF platform. The BM provides additional lateral control and secondary propulsion to the CF via a diesel engine driven bow thruster. The forward end of the BM has a ramped deck area to facilitate transition of cargo to the beach along with a hydraulically operated ramp. A shallow break over angle allows all vehicles to transition between the CF and the beach. When stowed, the bow ramp is integrated into the Beach Module hull such that it functions as the bow of the CF while underway.
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13.3.4.7.4 Combination Module (CM) The CM (Figure 13-10) has finished external dimensions of 80 feet long and 24 feet wide. The overall weight of the CM does not exceed 83 long tons when fully fitted out. The CM has a Flexible Connector system installed on each end and is capable of connecting to the Causeway Ferry Power Module, Intermediate Module, Beach Module, Ramp Module and other Combination Modules. The CM has 4 side connector housings per side to accommodate the side connectors. A side cover plate is Figure 13-10 Combination Module provided for each Combination Module side connector receptacle or pocket. The CM has 3,840 cubic feet of below deck stowage area for items such as cleats, post bitts, lifelines, life preserves, and drop style fenders.
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13.3.4.7.6 Docking Module (DM) The DM (Figure 13-12) provides a roadway that slopes down at a 7-degree angle. The DM allows flexible connection with the CF (using the stern of the CFPM), facilitating the transfer of vehicles at sea between the RRDF/FC and the stern of the CF through Sea State 2 conditions. The DM has 3,840 cubic feet of below-deck stowage space for items, such as cleats, lifelines, life rings, drop down fenders, etc.
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13.3.4.9 Lighterage Amphibious Resupply Cargo V (LARCV A1/A2) The LARC V (A1/A2) (Figure 13-14) is an amphibious vehicle used by the beach party in surf zone salvage, recovery, dewatering, medical evacuation (MEDEVAC), ramp checks, and occasionally for the transportation of personnel and equipment. LARC V (A1/A2) are currently the only BMU assets available for hole checks, a method used to determine the best/safest offload point for displacement craft. In general, each ESG or ATF deploys with at least one LARC V (A1/A2), often two. LARC V (A1/A2) are also embarked in MPF ships.
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It is a single-screw, four-wheeled, self-propelled, diesel powered amphibian. It has a crew of three; a cargo capacity of 10,000 pounds on land and 4,000 pounds on water, and a troop capacity of 20. The craft is capable of operations in temperate, tropical, and arctic climates, traversing sand and coral beaches, unimproved roads and off-road terrain, and can maneuver through surf with an MSI of 9. 13.4.0 WATERBORNE SHIP-TO-SHORE MOVEMENT Waterborne ship-to-shore movements are conducted in the following sequence: 1. Assembly and formation of landing ships, amphibious vehicles, and landing craft in the transport area. 2. Debarkation of troops and equipment from assault shipping into the landing craft and amphibious vehicles. 3. Transfer line operations, when required. 4. Landing of assault, combat support, combat service support, and reserve troops and their supplies. When underway launch of amphibious vehicles and/or preloading landing craft is used, the ship-to-shore movement is modified. The sequence begins with the underway launch of the troops and equipment from assault shipping by amphibious vehicles or landing craft, and then continues as just listed.
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13.6.2 Assistant Central Control Officer (ACCO) An ACCO may be designated if the scope of the operation requires it. He/she embarks in an appropriate ship or craft and coordinates, as necessary, the movement of landing craft, amphibious vehicles, and landing ships in his/her designated area.
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13.6.4 Secondary Control Officer (SCO) The SCO embarks in the secondary control ship (SCS) and is a principal assistant to the PCO. The SCS is assigned a fixed point station on the LOD or underway sector in the vicinity of the PCS; SCO\SCS duties include the following: Maintaining duplicate control records and plots required of the PCO and PCS Monitoring PCO radio circuits Controlling the waterborne ship-to-shore movement over a numbered colored beach when two or more numbered beaches are designated for colored beach Assuming PCO and PCS duties in an emergency 13.6.5 Boat Group Commander (BGC) The BGC is embarked in an LCPL displaying the ZERO flag over the beach flag and is under the tactical control of the PCO. The BGC is thoroughly briefed on the approach schedule; assault wave, landing area, and transport area diagrams; and weather conditions; and is responsible for the following: Maintaining discipline within the boat group Maintaining proper wave positions in the rendezvous area Leading the first displacement landing craft wave from the rendezvous or underway launch area to the surf zone Controlling waterborne traffic off the beach
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13.6.7 Boat Wave Commander (BWC) The BWC embarks in the number one displacement landing craft and displays the beach flag over the wave number numerical flag. The BWC communicates with the BGC, ABGC, and PCS and is responsible for following: Forming the wave into proper organization for landing Maintaining boat discipline in the wave Maintaining proper boat and wave intervals Arriving at the LOD and beach on time
13.6.8 Wave Guide Officer/Assistant Wave Guide Officer A wave guide officer and an assistant wave guide officer are assigned to each wave of amphibious vehicles. They are normally provided by the ship in which the wave is embarked. Each officer embarks in a small boat that is equipped for communication the same as the BWCs craft. The wave guide officers duties are as follows: Forming up the amphibious vehicles and guiding them to position seaward of the LOD line. Reporting to the PCS, giving details affecting the readiness of his or her wave. Taking station ahead of the wave, with his/her assistant astern of the wave, and leading the wave to the LOD and across on signal from the PCS. Ensuring that the wave is maintaining proper position in the boat lane and reaches the proper beach on time. (This officer is assisted by directions from the PCS.) Guiding the wave to the first line of breakers. Here the wave guide boats take station in the return lane if the amphibious assault vehicles are to return seaward after landing, and guide returning vehicles to the designated control ship or boat haven. If the vehicles do not return seaward, the guide boats normally report to the PCS.
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13.7.5 Flag Requirements All wave guide officer, BWC, salvage, medical, safety, and ABGC boats should carry the ZERO, WHISKEY, and the numeral flags for all waves in order to facilitate substitution of one boat for another, if required.
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13.7.6.2 Load Dispatching Signals All signals normally are paralleled by voice radio from the central control ship. All lights used are shielded and aimed at the approaching wave only. 13.7.6.3 Departure Departure time sequence is shown in figure 13-21. For a 5-minute standby for wave one, the ONE flag will be placed at the dip. The nighttime signal is a steady RED light for 30 seconds. For a 2-minute standby, the ONE flag is closed up, and the nighttime signal is a flashing RED light for 30 seconds. The nighttime signal for a l-minute standby is a flashing RED light for 50 seconds, then a 10-second steady RED light. There is no daytime signal for a l-minute standby. For dispatching during daytime, the ONE flag will be hauled down; and for nighttime, extinguishing of the 10-second steady RED light. The color lights for wave two will be blue; wave three, amber; wave four, green. After wave four the color of lights starts repeating: wave five would be red; wave six, blue; and so on. After the 5-minute standby for wave one, no other 5-minute standby will be used.
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Numeral flags are normally flown from both port and starboard yardarms. However, waves on both sides might not be scheduled to land at the same time. In that case, the PCS hoists the appropriate signal on the yardarm on the side of the ship the wave is scheduled to pass. Waves with two-digit numbers are dispatched by a hoist using the numeral flag corresponding to the last digit of the wave number. In addition to megaphone, radio, and blinker messages, various visual signals are used in beach operations, as shown in NTTP 3-02.1, Ship-to-Shore Movement. 13.7.6.4 Visual Emergency Signals for Boats The following signals are visual emergencies: OSCAR flag - Man overboard Lifejacket on perpendicular boat hook - Break-down BRAVO flag - Fire/flooding ZULU flag - Loss of receive/transmit communications
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13.8.0 DISPATCHING VESSELS The visual signals used to dispatch the boat waves from the LOD are displayed by both the primary and secondary control vessels. Every wave commander has a radio in the boat, and the foregoing signals are paralleled by radio signals. Wave commanders control their boats by means of hand signals. Refer to ship-to-shore manual for hand signals. At night, lighted wands or flashlights are used. The positions are the same as for the day signals. Lights are turned on when the hands are in the starting positions and turned off when the signals have been completed. At the end of start and stop signals the light is blinked several times. Night signals are repeated as necessary. Assault boat coxswains should know all of these signals and formations. Those signals concerning starting, stopping, breakdown, towing, and so on, might also prove useful to any coxswain in the event of an emergency. The naval beach party is landed early in the assault. When they reach the beach, they proceed with their duties of marking channels and hazards to navigation, establishing communications, improving beaches, and so forth. After a boat unloads on orders from the beach party, it retracts past the surf line and proceeds to a designated flank of the boat lane. Keeping clear of the boat lane, it proceeds to seaward and reports to the control vessel for further orders. 13.8.1 General Unloading Phase During the general unloading phase, loaded boats do not maintain a formation on the trip to the beach, although several of them may be required to move as a unit. On the way to the beach they must stop for orders at the PCS and the BGCs boat. The type of cargo in a boat is indicated by the color of special flags flown. Red denotes bulk cargo which needs manpower for unloading; yellow shows the load is such that a prime mover is required; blue denotes self-propelled cargo; and a red burgee shows the boat is a bowser (fuel) boat. A green flag shows a boat belongs to a floating dump, and a numeral flag may be flown under it to indicate the type of cargo carried.
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Learning Objectives After you finish this chapter, you should be able to do the following: 1. Discuss general safety procedures to be followed during well deck operations. 2. Identify visual communications used during various well deck operations, including light signals and arm and hand signals. 3. Discuss procedures and equipment used in handling vehicles, ammunition, and fuel in the well deck. 4. Describe ballasting and deballasting operations. 5. Identify special considerations when conducting wet well operations in heavy weather. 6. Discuss stern gate operation, to include stern gate marriages and ram markings. 7. Explain the steps used in preparing and executing the embarkation and debarkation of various landing craft, including LCU, LCM, LARC V (A1/A2), AAV, and LCAC. 8. Describe the procedures and equipment used when securing assault craft in the well deck.
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14.2.0 WELL DECK CASUALTY CONTROL PROCEDURES Although this chapter is devoted to well deck emergencies, it will focus predominately on fire fighting. Several conditions inherent to well deck and landing craft operations contribute to fire hazards. These include bulk containers of flammable liquid meant for transport ashore, fuel spilled during refueling operations, and fuel and lube oil leaks from vehicles and assault craft. Additionally, due to the nature of well deck operations, when an emergency does occur, circumstances may prevent immediate access by fire fighters or emergency personnel. Well decks are equipped with water curtains and overhead smothering foam systems to minimize this problem, but without constant training of fire fighting personnel in the well deck and enforcement of fire prevention policies and practices, these systems will only provide cursory protection.
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The ships repair party instruction should address the responsibility for combating situations such as those listed above. Plans of action and training scenarios must be developed to exercise Condition 1A watch standers, repair parties, and in port fire parties in the specific procedure and equipment to be utilized. Frequent drills and familiarization with installed firefighting equipment are necessary to train not only repair party personnel but also Condition 1A watch standers and those personnel who are assigned other watch stations in the area of the well deck. 14.2.2 General Guidelines As a minimum requirement for combating a major fire in the well deck or in an embarked landing craft, Condition 1A personnel should be assigned specific immediate actions and fire fighting team positions. Immediate actions include: Report the emergency, its location, the current status of casualty control, and required assistance. Man a fire fighting team, preferably two complete hose teams with a team leader. Remove or isolate the flammable liquid source. Contain and control the fire. Investigate all cargo handling equipment or landing craft in the vicinity. Move vehicles and cargo away from the emergency when possible. Evacuate unnecessary personnel to a safe area out of the well deck. Establish fire boundaries to protect cargo, vehicles, and the ship. Take positive control of ventilation systems to clear smoke and fumes from the well.
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Guidance for combating these specific well deck emergencies can be found in COMNAVSURFLANT/COMNAVSURFPAC INSTRUCTION 3340.3C, Wet Well Operations Manual. 14.3.0 WELL DECK COMMUNICATIONS The success or failure of any operation is keyed to the level of expertise in planning and communications. Amphibious operations are by nature complex and span every phase of command, communication, and control spectrum. Accordingly, each officer and crew member must be trained and prepared to use all available communications systems. Adding to the complexity of effective communications during assault craft operation is the inherent high level of noise from ventilation and engines in the well deck. The noise level dictates uniformity in procedures and communications during these operations. Methods of communication available: Visual (hand and arm signals, lights and flags), general announcing systems and bull horns, and sound-powered phone circuits, and Internal Voice Communications System (IVCS). The Man-on-the-Move System (MOMS) hand-held radio system has been adopted for use with LCAC, which also provides communications with the craft. 14.3.1 Procedures Specific general announcing systems or sound-powered circuits are not designated for well deck operations; different circuits are utilized on different classes of ships. But in general, the following communications systems are used for the specified operations: 14.3.1.1 Launch/Recovery of Landing Craft Flags are used during daylight hours only; red and green wands are used at night or in reduced visibility in conjunction with the red and green traffic control lights attached to the ship. The flags to be used are:
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The well deck traffic control lights, signal flags, signal wands shall be prominently displayed by the well deck signalman as far aft on the wing wall as possible. The signalman will abide by the following: The green signal flag or wand shall be hand held and waved indicating a green or ready well. The red signal flag or wand shall be hand held and held motionless indicating a red or unready well. The red and green signal wands shall be used in conjunction with the traffic control lights during night or foul weather operations. Neither red and green flags nor red and green signal wands will be displayed simultaneously from the wing wall. Loading and unloading of vehicles and cargo from landing craft and controlling the movement of AAVs and vehicles is accomplished by hand and arm signal. Figures 14-1 and 14-2 show various signals used in the well deck. Amber lighted wands will be used at night or in reduced visibility for controlling craft in the well deck. Sound-powered telephones are the primary means of communications between the WDCO, Debark Control Officer, Ballasting Officer, and Officer of the Deck. The general announcing system may be used in emergencies as a secondary means of communications. Clear and concise communications between control stations are paramount to safe well deck operations and vital during emergencies. For a complete representation of all hand signals used when directing specific craft, consult NTTP 3-02.1.
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14.4.1 Planning and Preparation Before the initial loading of cargo and vehicles, the Combat Cargo Officer and/or First Lieutenant will establish advance liaison with the embarking unit and review load plans, to be submitted by the embarking unit, for approval by the Commanding Officer. Load plans should be provided prior to scheduled onload/embarkation. Vehicles and cargo will be loaded according to the approved load plan. All cargo and vehicles will be inspected by the Ships Boatswain and/or Combat Cargo Officer to ensure safe handling conditions (e.g., pallets not broken, lifting pads intact on vehicles, etc.).
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The Commanding Officer, via debark control, will continually be informed of the progress and status of well deck operations. Ballasting will be done only at Condition 1A unless the Commanding Officer has approved procedures which allow ballasting under modified Condition 1A or a specific ballasting detail. The WDCO will have overall control of the ballasting operation with the Ballasting Officer reporting directly to the WDCO for proper ballast control. Once ballasting operations begin, the WDCO will keep the Debark Control Officer informed of depth of water at the sill. Normal communications will be by sound-powered telephone (IVCS for LHA class). Communication shall be maintained continuously between the bridge, debark control, well deck control, and ballast control. Additionally, Man on the Move (MOMS) radios will also be used (EMCON permitting) for LCAC operations. Other wireless systems (e.g., HYDRA) may be used if installed. Liquid load management procedures must be put in place for fuel and water to minimize the number of partially loaded tanks, reducing free-surface effect. Before starting well deck operations, verify the liquid load and take action to consolidate tank loading if necessary.
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The Engineer Officer is responsible for the maintenance and upkeep of all engineering equipment associated with ballasting. The Combat Cargo Officer is responsible for the planning and movement of cargo, personnel and vehicles for embarkation/debarkation. 14.6.5 Considerations The depth of water at the sill and the type of wedge required for an evolution is determined using the following factors: The number, type, and loading of vehicles and craft to be embarked/debarked and the effect on the ship's draft by gain or loss of their combined weight. The sea state, wind, and size and direction of swells. Heavy swells have a tendency to push boats further into the well deck than desired. Cross swells cause craft in the well deck to lose control and should be minimized by creating a lee in the well by maneuvering the ship. Most conditions of heavy swells can be minimized by using the ship's engines to keep the head into or within a few points of the swells. Close and continuous coordination between Debark Control Officer, OOD, and WDCO is essential. Frequent adjustments to the ballast condition may be required to optimize the depth of water in the well for the evolution or type of craft in operation. Example: An LPD 4 is embarking four LCMs in married nests of two each in a rough well. The proper procedure is to bring the first nest in to the forward spot and ground them quickly. The stern gate is then raised and deballasting commences. The second two LCMs are directed to stand off until the ship is deballasted. When they are called into the well, the deballasted condition allows for a quick grounding and securing of the craft. This procedure is much safer than bringing in the second nest immediately after the first and holding the first nest in place with lines while the ship fully deballasts.
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14.9.1 Ram Markings Both stern gate operating arms will be marked to indicate 45 degree, 90 degree, and stop position. Markings will be 6-inch wide white bands. The 90 degree marking will have a 1-inch black band in the center, The stop marking will have two 1-inch black bands in the center and a 3 inch yellow band marked to indicate 10 degrees below horizontal position.
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Figure 14-6 LCU Stern Gate Marriage with LHD 1, LSD 41, LSD 49, and LPD 17
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All communications systems shall be tested prior to commencing any well deck evolution. These systems include sound-powered phone circuits, general announcing circuits, powered megaphones, MOM radios, and ship's telephone.
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Figure 14-8 Changes in Level of Bow and Stern as Ship Increases Speed
14.11.3 Wet Well Operating Procedure Set Condition 1A. The WDCO will immediately man the well deck control station and commence review of the wet well operations checklist. The line captains will check on all line handling stations to see that they are properly manned, personnel are in full battle dress, and lines are on station, faked out, and free for running. Once ballasted to the sill, open the stern gate to an approximate 45 degree angle (LPD/LHD/LSD) and continue ballasting to required depth. This allows for the gradual flooding of the well vice a surge if the stern gate was opened after ballasting was complete. Lower stern gate to the stops when ballasted to proper depth. Keep a favorable heading for embarking/debarking craft (normally into the seas). Ensure craft set "ZEBRA" main deck and below prior to entering or exiting the well. Make maximum use of control lines in conjunction with the crafts engines to position craft.
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14.11.6 LCM Preparation Ensure the coxswain flat is clear of lines and gear which pose a trip hazard. Secure the mast and radio antenna. Ensure the compass is operating correctly. 14.11.7 LCM Operations
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Figure 14-15 Lashing Requirements for LARC V (A1/A2) (top view) Aboard LPD/LSD
Figure 14-16 Lashing Requirements for LARC V (A1/A2) (side view) Aboard LPD/LSD
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Figure 14-17 Lashing Requirements aboard LPD for Temporary Stowage of LARC V (side view) on Incline Ramp
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14.11.13.1 Debarkation and Embarkation AAV may debark or embark by either of two methods: administrative or tactical launch and recovery. AAV operations may be conducted at anchor, pierside, or while lying to. Tactical or underway launches are conducted while the ship is making way, normally between 5 and 15 knots. Refer to Wet Well Manual for further guidance.
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14.11.14.1 LCAC Well Deck Operations The primary reference for LCAC operations is S9LCA-AA-SCM-010 Safe Engineering and Operations (SEAOPS) Manual for Landing Craft-Air Cushion (LCAC) Well Deck Operations (Vol. III). This manual includes specific interface and support information for LCAC capable amphibious ships, Assault Craft Units (ACUs), and staffs while planning for or engaged in the embark, transport, launch, and recovery of LCAC. 14.11.14.2 Craft Characteristics and Capabilities LCAC are high speed, ship-to-shore and over-the-beach amphibious landing craft capable of transporting equipment, personnel, and weapons systems from ships located over the horizon, through the surf zone, and across the beach to hard landing points above the waterline. LCAC are supported on a pressurized cushion of air and travel at speeds much higher than conventional (waterborne) landing craft. Since LCAC are not displacement hull craft, they are less susceptible to submerged mines and underwater ordnance, and operate unrestrained by tides, currents, and underwater topography which restrict the maneuverability of conventional landing craft. LCAC have a compartmented flotation hull fabricated of welded aluminum alloy plates and beams forming watertight compartments. The port and starboard super-structures house equipment, machinery, and crew stations. The cargo deck accommodates palletized and non-palletized items, and roll-on, roll-off vehicles and wheeled equipment up to the M1A1 Abrahms main battle tank. Troops are carried in designated seating in the cabin modules (16 port and 8 starboard) to avoid exposure to wind and spray during craft operations.
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Figure 14-20 Launch and Recovery of Landing Craft Air Cushion (LCAC)
Normal launch and recovery operations are conducted with the ship underway. However, operations may be conducted with the ship at anchor or pier side if the operational situation so dictates.
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14.13.0 SPECIAL SITUATIONS 14.13.1 Water Barrier Operation on LSD 41 Class Ships LSD 41 class ships have a single water barrier extending across the well at frame 73. It is 12 feet 3 inches high, constructed from steel I beams, covered with well deck planking, which normally lies flush with the deck. The water barrier is hoisted into position using the well deck bridge crane alone or main deck cranes in tandem. Water Barriers provide a dry well forward for craft maintenance, repair and stowage while simultaneously allowing wet well operations aft.
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1. 2. 3. 4. 1-2. 1. 2. 3. 4. 1-3.
1. 2. 3. 4. 1-4.
1. 2. 3. 4. 1-5. 1. 2. 3. 4.
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1. 2. 3. 4. 1-7.
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1. 2. 3. 4. 1-9.
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1-10. Which of the following is a condition that must be met before burning, welding, and/or blowtorch operations are permitted from a stage or boatswains chair? 1. 2. 3. 4. A charged firehose must be laid out A portable CO2 extinguisher must be on hand A fire watch must be posted The bridles, gantlines, and stagelines must be made of steel wire
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1-12. You are testing the alignment of the wind edge and the pee by pushing a broom straw through the reed. What, if anything, should you do if the wind edge splits the straw? 1. 2. 3. 4. Bend the reed downward at the point where it projects over the bowl Build up the wind edge with solder Flatten the pee Nothing
1-13. What hand position is used with the boatswains pipe to make a high, shrill, clear note? 1. 2. 3. 4. Open Curved Closed Clinched
1-14. Assume that you are writing the score for a pipe call which requires a note to be made by striking the tip of the tongue against the roof of the mouth. With which of the following lines do you indicate this type of note? 1. 2. 3. 4.
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1-15. Which of the following pipe calls is made by using the clinched hand position only? 1. 2. 3. 4. Call mates All hands Stand by Sweepers
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1-17. Which of the following calls is used to pipe a division to quarters? 1. 2. 3. 4. Pipe down Stand by Veer Boat call
1-18. Which of the following calls consists of two slurred veer calls? 1. 2. 3. 4. Walk away Ease away (Two side boys) Tend the side (Four side boys) Tend the side
1-19. Which of the following calls is varied to indicate the speed at which the work is to be done? 1. 2. 3. 4. Heave around Veer Hoist away Sweepers
1-20. What call is sounded to set taut? 1. 2. 3. 4. Boat call Heave around Hoist away Stand by
1-21. One use of the call in figure 1-14 in the chapter text is to 1. 2. 3. 4. secure from an all-hands function pipe a visitor over the side pipe a division to quarters avast heaving and make it fast
UNCLASSIFIED
1-23. What call is sounded as a visitors boat or vehicle departs? 1. 2. 3. 4. Veer Boat call Alongside Stand by
1-24. Which of the following is the proper word to be passed for 8 oclock reports at sea? 1. 2. 3. 4. Lay on deck all 8 oclock reports Lay before the mast all 8 oclock reports Lay to the bridge all 8 oclock reports Lay to the XOs office all 8 oclock reports
1-25. As Boatswains Mate of the watch, you are directed by the OOD to summon Seaman John A. Doe to the pilothouse. Using the generally preferred public address procedure, you first pipe Passing the word and then announce 1. 2. 3. 4. Now hear this...John Allen Doe, Seaman, report to the pilothouse Seaman J. A. Doe, lay to the pilothouse Doe, John, A. to the pilothouse on the double Doe, J. A.. Seaman, lay up to the pilothouse
1-26. What person should the Boatswains Mate of the watch contact if the crewmember fails to report for a watch? 1. 2. 3. 4. The division officer The division petty officer The section leader The OOD
UNCLASSIFIED
1-28. Why should you keep your boatswains pipe away from the microphone while piping the routine on the ships PA system? 1. 2. 3. 4. It annoys crewmembers It may damage the 1-MC circuits The call is not heard if the pipe is too close The call may break up
1-29. Who is usually responsible for the neatness of the quarterdeck? 1. 2. 3. 4. Boatswains Mate of the watch OOD messenger Boat crew Side boys
1-30. If you are Boatswains Mate of the watch and you are assigned side boys who are inexperienced, which of the following actions should you take? 1. 2. 3. 4. Report to the OOD Ask various section leaders for replacements Teach the inexperienced Replace the personnel with the boat crew
1-31. A copy of the ships deck log shall be retained on board for a minimum period of how long? 1. 2. 3. 4. 1 year 2 years 3 years 6 months
UNCLASSIFIED
1-33. Which of the following basic information is found in an anchor log? 1. 2. 3. 4. Serial numbers on the anchor chain Weights Serial numbers on detachable links All of the above
1-34. Which of the following publications covers the 3-M systems? 1. 2. 3. 4. OPNAVINST 4790.4 (SERIES) OPNAVINST 1710.7 SECNAVINST 5060.22 OPNAVINST 5100.19 (SERIES)
1-35. When a ship is being built, what ceremony is held first? 1. 2. 3. 4. Christening Commissioning Decommissioning Keel-laying
1-36. What ceremony is the second significant ceremony for a ship? 1. 2. 3. 4. Keel-laying Christening Decommissioning Commissioning
1-37. As a Boatswains Mate, what type of ceremony is used for a ship terminating service in the Navy? 1. 2. 3. 4. Keel-laying Commissioning Decommissioning Launching 7
UNCLASSIFIED
1-39. Which end of the casket is the union portion of the national ensign placed over? 1. 2. 3. 4. Feet to left of head Feet to right of head Head over the right shoulder Head over the left shoulder
1-41. A firing squad for burial at sea is comprised of how many persons, including the chief in charge? 1. 2. 3. 4. Five Six Seven Eight
1-42. What person is responsible for the opening and scattering of the ashes of a person? 1. 2. 3. 4. Petty officer Chief petty officer Captain Executive officer or an officer assigned by the captain
1-43. When doing a burial at sea with the cremains of a person, how many flag bearers are used? 1. 2. 3. 4. 1 2 6 4
UNCLASSIFIED
1-45. What distance is considered Close aboard when passing a ship for rendering honors? 1. 2. 3. 4. 200 yd 400 yd 600 yd 800 yd
1-46. When passing/side honors are rendered, what does the first two blasts of the bugle or whistle stand for? 1. 2. 3. 4. Attention to starboard Attention to port Render salute Carry on
1-47. When a vice admiral is going to visit your ship in an official function, how many side boys do you need? 1. 2. 3. 4. 6 2 8 4
1-48. During an official visit, honors are rendered to the person. What should you do first for an official visit? 1. 2. 3. 4. Attention is sounded for all hands topside Man the rails facing outboard Give the prescribed gun fire for him/her Keep working
UNCLASSIFIED
1-50. What hours would you not pass the arrivals and departures of commanding officers? 1. 2. 3. 4. 0800-1600 During meal hours Taps to reveille Knock off until taps
1-51. When announcing a commanding officer arriving aboard his/her ship, what are the proper words to be passed? 1. 2. 3. 4. Name of ship or station His/her last name His/her full name Staff
1-52. When another captain, who is not a type/operational commander, chief of staff, chief of staff officer, or commanding officer or whose command identity is not known, what is the proper word to pass at the quarterdeck? 1. 2. 3. 4. His/her rank and service Rank Do not pass anything Staff
1-53. During what hours are side boys not posted for civil officials, foreign officers, and United States officers? 1. 2. 3. 4. 0600-0800 During meal hours Sundays and between sunset and 0800 on all other days General quarters
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UNCLASSIFIED
1-55. When a flag officer or unit commander boards a ship for an official inspection, what type of honors, if any, are rendered to them? 1. 2. 3. 4. Honors are rendered as for an official visit except that the uniform is prescribed by the inspecting officer Piped over Pass the word None
1-56. How many ruffles and flourishes does the President of the United States receive during honors and ceremonies? 1. 2. 3. 4. 1 2 3 4
1-57. How many side boys are used for the Secretary of the Navy? 1. 2. 3. 4. 4 2 8 6
1-58. A total of how many side boys should be paraded as the mayor of a city is piped over the side after an official visit? 1. 2. 3. 4. Two Four Six Eight
11
UNCLASSIFIED
1. 2. 3. 4. 2-2.
1. 2. 3. 4. 2-3. 1. 2. 3. 4. 2-4.
1. 2. 3. 4. 2-5.
1. 2. 3. 4.
UNCLASSIFIED
1. 2. 2-7. 1. 2. 3. 4. 2-8.
1. 2. 3. 4. 2-9.
1. 2. 3. 4.
2-10. Which of the following conditions is an indication that a natural fiber line has deteriorated as a result of age or exposure? 1. 2. 3. 4. Decreased diameter Bristly surface Smooth surface Yellow or brown color
2-11. Which of the following conditions indicates internal wear in natural fiber line? 1. 2. 3. 4. Reduced diameter Broken or dislodged yarns White powdery residue inside the lay Bristling of the ends
UNCLASSIFIED
2-13. Which of the following synthetic fiber rope constructions has the highest resistance to abrasions? 1. 2. 3. 4. Plaited dacron Single-braided nylon Double-braided polyester Three-strand nylon
2-14. Before you use new three-strand synthetic fiber line, it should be 1. 2. 3. 4. soaked in salt water stretched soaked in fresh water for 24 hours faked out on deck and allowed to relax for 24 hours
2-15. How much of its strength can a polypropylene line, without ultraviolet inhibitors, lose when exposed to sunlight for 3 months? 1. 2. 3. 4. 50% 20% 30% 40%
2-16. Why must you take an extra tuck when you splice synthetic lines? 1. 2. 3. 4. For neatness in the finished splice Because of the lower friction resistance and tendency to slip For resistance to moisture Because of the higher friction resistance and tightness of the line
2-17. When using a capstan or gypsy head to heave in a synthetic line, what is the minimum number of round turns you should take? 1. 2. 3. 4. Five Six Three Four 3
UNCLASSIFIED
2-19. When a tattletale cord suspended from two points on a synthetic line becomes taut, what does it indicate? 1. 2. 3. 4. The line is about to part The line is too small for the job The critical point has been reached The SWL has been reached
2-20. Tattletale cords are made of what size lines? 1. 2. 3. 4. 6-thread manila 9-thread manila 15-thread manila 21-thread manila
2-21. The line handling term "check five" most clearly means 1. 2. 3. 4. take a heavy strain on number five line right up to breaking it check number five line and report its condition take a heavy, tension on number five line rendering only, enough around the bitts to prevent parting take a heavy tension on number five line checking it constantly for indications of parting
2-22. What term is used when two mooring lines are placed over the same bollard and one eye is lead through the eye of the other so they do not disturb each other? 1. 2. 3. 4. Passing the eye Through the eye Dipping the eye Securing the eye
UNCLASSIFIED
2-24. What is the term used for wire rope that has its strands shaped prior to the laying up process? 1. 2. 3. 4. Preshaped Prelayed Preformed Preflexed
2-25. Which of the following bends consists of taking a half-hitch with the ends of two lines around the standing part of the other, and seizing the bitter end? 1. 2. 3. 4. Fishermans bend Becket bend Reeving line bend Carrick bend
2-26. What bend is used to bend a line to a becket or eye? 1. 2. 3. 4. Becket bend Fisherman's bend Reeving line bend Carrick bend
2-27. Which of the following knots is best suited for making an eye in the middle of a line? 1. 2. 3. 4. Bowline French bowline Running bowline Single bowline on a bight
2-28. The rolling hitch is best used for which of the following applications? 1. 2. 3. 4. Reeving awnings and bending sails Hoisting logs and spars Stopper on mooring lines and falls Securing lines to hooks
UNCLASSIFIED
2-30. Which of the following knots is used to take the load off a weak spot in the line? 1. 2. 3. 4. Monkeys fist Sheepshank Manrope knot Turks head
2-31. After making the first two turns of a threestrand Turks head, you turn your hand so that the back is toward you. Next, you 1. 2. 3. 4. bring the bitter end alongside the standing part and rotate your hand so the palm is facing you pull a bight of the first turn under the second turn and run the end through this bight make a turn so that the standing part forms an "X" just above the palm of the hand toward the fingers; then tuck the bitter end under the center portion of the "X" pass the end through the first bight and over the second turn; then rotate your hand so the palm is toward you
2-32. How many strands should you start with if you wish to make a six-strand Turks head? 1. 2. 3. 4. Three Four Five Six
2-33. Which of the following coverings is made with consecutive half hitches? 1. 2. 3. 4. Coxcombing Cross pointing Fox and geese Turks head
UNCLASSIFIED
2-35. For which of the following pieces of fancy work is it necessary to use an even number of strands? 1. 2. 3. 4. All Turks heads Cross pointing Coxcombing Fox and geese
2-36. What is the length of each strand that encircles an object to be covered by fox and geese? 1. 2. 3. 4. Twice the length of the work One and a half times the length of the work Three times the diameter of the work Four times the diameter of the work
2-37. The common sennit differs from the flat sennit in that the common sennit is constructed by 1. 2. 3. 4. using an even number of strands using an odd number of strands passing the outboard strand over all the other strands on that side weaving the outboard strand over and under the other strands on that side
2-38. How is the outboard strand passed in making a squire sennit? 1. 2. 3. 4. Behind all other strands and back in front to its originating side Behind all but two of the other strands and back in front to its originating side Over all the other strands and to the opposite side Over and under each successive strand and to the opposite side
UNCLASSIFIED
2-40. What type of seizing would you use if the marriage of lines is to be under little or no strain? 1. 2. 3. 4. Racking Round Throat Flat
2-41. What is the best seizing to use when there will be an unequal strain on two parts of line which are seized together? 1. 2. 3. 4. Flat Round Racking Throat
2-42. How long should you make the strands that you will use in making a small boat fender that is to be 1 foot long? 1. 2. 3. 4. 3 ft 6 ft 8 ft 10 ft
2-43. The covering of a Navy style boat fender is made up in what kind of knots? 1. 2. 3. 4. Wall Manrope Overhand Square
UNCLASSIFIED
2-45. The first step in making a long splice is to unlay the end of each rope. How many turns do you unlay? 1. 2. 3. 4. 5 7 10 15
2-46. The special tools needed to splice double-braided line smaller than 3 inches in circumference are a 1. 2. 3. 4. marlinespike and a push rod tubular fid and a pusher commander and a mallet fid and a mallet
2-47. Which of the following tools are used in splicing a double-braided line larger than 3 inches in circumference? 1. 2. 3. 4. Wooden fid Metal fid Wire fid Plastic fid
2-48. How much of the average new line strength does the standard eye splice in new double-braided line retain? 1. 2. 3. 4. 66% 75% 82% 90%
UNCLASSIFIED
2-50. How many consecutive pairs of cover strands are counted off between points "R" and "T"? 1. 2. 3. 4. 5 7 8 14
2-51. When tucking the cover tail into the core, you should pull the cover tail through the core until mark "R" on the cover emerges from 1. 2. 3. 4. mark 1 mark 2 mark 3 point "T"
2-52. If the fid is not long enough to reach from one point to the other because of the eye size, you should 1. 2. 3. 4. milk the cover over the fid until the desired point is reached bring the fid out through the cover, pull the core through, and reinsert it in the same hole working toward the desired point pull the splice out and taper it more to reach the desired point attach two fids together so that the core may go on to the desired point
2-53. If the cover bunches at the crossover as you work it down over the section of the core in the eye, you eliminate the bunching by 1. 2. 3. 4. widening the opening in the crossover milking the cover toward point "X" pulling the tail of the core milking the cover toward the eye after untying the slipknot
10
UNCLASSIFIED
2-55. When doing critical operations with a natural-fiber line. What is the maximum time in years, you cannot exceed? 1. 2. 3. 4. 1 2 3 5
2-56. Which of the following aramid line sizes is equivalent to "8" double-braided nylon? 1. 2. 3 4. 4 1/8 4 3/4 5 3/8 5 7/8
2-57. What does the term EASE TWO mean? 1. 2. 3. 4. HOLD WHAT YOUVE GOT SLACK LINE TWO PUT LESS TENSION ON TWO STOP HEAVING
2-58. How many heaving lines must be laid out at each line handling station? 1. 2. 3. 4. 1 2 3 4
2-59. How many standard mooring lines are used on most ships? 1. 2. 3. 4. 6 8 10 12
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UNCLASSIFIED
2-61. What is the breaking strength in pounds for a 5 3/8-inch aramid mooring line? 1. 2. 3. 4. 135,000 lb 180,000 lb 225,000 lb 280,000 lb
2-62. Which of the following synthetic lines has the lowest breaking strength? 1. 2. 3. 4. Nylon Polyester Polypropylene Arimid
2-63. What is the minimum number of wire rope clips required for a 1-inch 6x19 wire? 1. 2. 3. 4. 5 2 3 4
2-64. What must you use if a mousing is to strengthen a hook? 1. 2. 3. 4. Marline Rope yarn Shackle Six-thread
2-65. Which of the following NSTM chapters deals with the size, care, use, and construction of wire ropes? 1. 2. 3. 4. 077 583 589 613
12
UNCLASSIFIED
13
UNCLASSIFIED
1. 2. 3. 4. 3-3. 1. 2. 3. 4. 3-4.
1. 2. 3. 4. 3-5.
1. 2. 3. 4.
UNCLASSIFIED
1. 2. 3. 4. 3-9. 1. 2. 3. 4.
3-10. What is the best way to repair a winch cover if a grommet tears out? 1. 2. 3. 4. Cut the spot of the tear out and bypass it Sew a patch over the spot and put in another grommet Sew a patch over the spot and bypass it Remove the winch cover and shorten the bottom
3-11. When measuring canvas to be used as an awning, always deduct 1. 2. 3. 4. 1 inch for each linear foot in both length and width 1 inch for each linear foot in length only 1/2 inch for each linear foot in width only 1/2 inch for each linear foot in both length and width
UNCLASSIFIED
3-14. Which of the following jobs requires the use of the roping palm? 1. 2. 3. 4. Sewing tears in light canvas Hand-sewing grommets Sewing on bolt ropes Sewing tears in heavy canvas
3-15. Which of the following stitches is most commonly used to join two pieces of canvas together? 1. 2. 3. 4. Flat Herringbone Baseball Round
3-16. What stitch is the strongest and self locks each stitch? 1. 2. 3. 4. Flat Round Herringbone Baseball
3-17. When you are making a canvas seabag, what type of stitch do you use to attach the bottom section to the tube section? 1. 2. 3. 4. Herringbone Flat Round Baseball
UNCLASSIFIED
3-19. The actual grommet in the hand sewn grommet is made of what material? 1. 2. 3. 4. Leather Marline Sail twine Canvas
3-20. If the canvas article you are making requires metal grommets having a 3/4-inch inside diameter, which of the following types should you use? 1. 2. 3. 4. Eyelet and ring type #6, or spur type #0 Eyelet and ring type #6, or spur type #3 Spur type #6, or eyelet and ring type #6 Spur type #6, or eyelet and ring type #15
3-21. Unlike the installation of a spur type of grommet, the eyelet-and- ring type of grommet requires you to take which of the following actions? 1. 2. 3. 4. Cut a hole larger than the grommet Install the ring last Sew the eyelet to the canvas Install the eyelet last
3-22. Place in the proper sequence the following steps for spreading an awning: (A) securing stops to the ridge pole, (B) pulling taut the earrings, (C) reeving off the earrings. 1. 2. 3. 4. B, C, A B,A,C C, B, A C, A, B
UNCLASSIFIED
3-24. Leather will rend, crack, and shrink considerably if it is exposed to which of the following elements? 1. 2. 3. 4. Oil Moisture Heat Pressure
3-25. Why should you put paper between hides of leather that are stowed flat, one on top of the other? 1. 2. 3. 4. To allow them to shrink evenly To keep them from sticking To keep them from cracking To keep them clean
3-26. What deck fitting should you use to make fast a line that has been led through a chock? 1. 2. 3. 4. A cleat A bitt A chock A bollard
3-27. What deck fitting consists of a doubled-end pair of projecting horns used for belaying a wire? 1. 2. 3. 4. A cleat A bitt A chock A padeye
3-28. There are how many different types of chocks? 1. 2. 3. 4. One Two Three Four 5
UNCLASSIFIED
3-30. What type of ladder is rigged out and lowered to provide for boarding or leaving an anchored ship? 1. 2. 3. 4. A gangway A platform An H-frame An accommodation
3-31. For ease of handling, most accommodation ladders in the Navy today are made of aluminum. 1. 2. True False
3-32. On ships not having outriggers, what davit can be used to support the ladder over the side? 1. 2. 3. 4. An H-frame A single-sheave-block A J-bar A padeye
3-33. What bend is used to tie the gantline to the boatswains chair? 1. 2. 3. 4. A becket A double becket A short splice A rope yarn
3-34. When you are aloft in the boatswains chair, what command should you give to inform the deck crew to let go of the gantline? 1. 2. 3. 4. Avast heaving Up behind Let go Gantline
UNCLASSIFIED
3-36. What officer must you receive permission from before going aloft? 1. 2. 3. 4. Commanding officer Operations officer Communications officer Officer of the deck
3-37. What does the number designation of canvas indicate? 1. 2. 3. 4. Width Thread count Thickness Weight per square yard
3-38. Where is white, untreated canvas normally used aboard ship? 1. 2. 3. 4. Above decks Below decks Aft Amidship
3-39. When you are rigging an accommodation ladder, what type of safety equipment is used to work it over the side? 1. 2. 3. 4. Gloves CO, life jacket Life jackets and safety harness with proper safety lines rigged Fenders
3-40. Which of the following is used to protect the side of a ship from contact with a pier or another ship? 1. 2. 3. 4. Padeyes Bollards Chocks Fenders
UNCLASSIFIED
3-42. What type of device should be used to secure all tools, buckets, and brushes to the ship when you are working over the side? 1. 2. 3. 4. Lanyards Becket bend Half hitch Square knot
3-43. When properly rigged, what part(s) of the stage should support all the weight? 1. 2. 3. 4. Horns Plank Gantlines Stage hitch
3-45. How deep is the water when the leadsman reports A QUARTER LESS THAN THREE? 1. 2. 3. 4. 2 3/4 fathoms 13 3/4 fathoms 16 3/4 fathoms 18 fathoms
3-46. What is the first word you say when ready to make the heave on a lead line? 1. 2. 3. 4. Lead line in motion Watch-O-Watch Lead line away Heads up
UNCLASSIFIED
3-48. What is used to identify the 5-fathom mark on a lead line? 1. 2. 3. 4. A blue rag A red rag A white rag A purple rag
3-49. Personnel are not permitted to sit or lean on lifelines. 1. 2. True False
3-50. How far from the block through which the line passes shall a person stand when handling a line? 1. 2. 3. 4. 4 ft 5 ft 6 ft 7 ft
3-51. What No. size of canvas is used to make sand bags? 1. 2. 3. 4. No. 1 No. 2 No. 6 No. 4
3-52. How many types of sail palms are used in the Navy? 1. 2. 3. 4. One Two Three Four
UNCLASSIFIED
3-54. What type of stitch is used when a strong seam is required? 1. 2. 3. 4. Round Herringbone Baseball Flat
3-55. What type of stitch is used to mend tears in heavy or painted canvas? 1. 2. 3. 4. Herringbone Baseball Flat Round
3-57. What size width does single-ply belting leather come in? 1. 2. 3. 4. 1 to 2 in. 1 to 3 in. 1 to 5 in. 1 to 6 in.
10
UNCLASSIFIED
1. 2. 3. 4. 4-5. 1. 2. 3. 4.
UNCLASSIFIED
1. 2. 3. 4. 4-9. 1. 2. 3. 4.
4-10. Why arc detachable links stamped with the same number on all the parts? 1. 2. 3. 4. For identification purposes So the coupling plates will not be lost Because it is also the number of the taper pin To ensure identification and proper assembly
4-11. Which of the following items of ground tackle minimizes the kinking and/or twisting of the anchor chain? 1. 2. 3. 4. Chain swivel Bending shackle Chain stopper Mooring shackle
UNCLASSIFIED
4-13. What item(s) of gear that riding and housing stoppers do not have is/are added to a towing chain stopper? 1. 2. 3. 4 An extra detachable link Locking plates An extra studded link A length of chafing chain
4-14. What is the standard size mortise (opening), in inches, on all mooring shackles, regardless of their size? 1. 2. 3. 4. 5 in. 6 in. 7 in. 8 in.
4-15. Which of the following terms applies to a 5- to-15 fathom length of wire rope having thimbles at both ends, one of which is fitted with a length of open line chain ending in a pelican hook? 1. 2. 3. 4. Dip rope Lizard line Chaffing pendant Clear hawse pendant
4-16. As the anchor chain is payed out, you notice four white links on each side of a red detachable link clearing the hawsepipe. At this point, how many fathoms of chain are out? 1. 2. 3. 4. 15 30 45 60
UNCLASSIFIED
4-18. The bitter end of the anchor chain is secured to a pad eye in the chain locker with what type of shackle? 1. 2. 3. 4. Safety Screw pin Mooring Plate
4-19. How often should the anchor chain, regardless of size, be overhauled and placed in a good state of preservation? 1. 2. 3. 4. Every 12 months Every 18 months Every 24 months Every 36 months
4-20. What person is in charge of the forecastle when personnel are anchoring and weighing anchor? 1. 2. 3. 4. Ship's boatswain Chief Boatswains Mate First lieutenant Executive officer
4-21. Why is a ship usually moving when the anchor is dropped? 1. 2. 3. 4. To set the anchor So that the chain will continue to pay out after the anchor is on the bottom To prevent the chain from tending around the stem To prevent the chain from piling and fouling the anchor
4-22. You should start braking after the anchor is let go, and as soon as it 1. 2. 3. 4. clears the hawsepipe reaches the bottom stops pulling the chain enters the water
UNCLASSIFIED
4-24. What report do you make to the bridge when the flukes of the anchor have broken out and the crown still rests on the bottom? 1. 2. 3. 4. Anchor to short stay Anchor is up and down Anchor is clear Anchors aweigh
4-25. When preparing to moor to a buoy, the ship lowers a boat with the buoy party when it is how many yards away from the buoy? 1. 2. 3. 4. 1,000 1,800 2,000 2.500
4-26. What is the first thing the buoy party shackles to the ring on the mooring buoy? 1. 2. 3. 4. Dip rope Messenger Wire rope Mooring line
4-27. When you arc rigging for the trolley method of mooring to a buoy, what serves as the trolley? 1. 2. 3. 4. Any size wire strap A large D-ring Fairlead blocks Large shackles
UNCLASSIFIED
4-29. While rousing out anchor chain onto a barge with no retaining sides, or onto a pier that is not directly under the hawsepipe, what action should you take with each shot of chain? 1. 2. 3. 4. Pay the chain out slowly and haul it as far as you can away from the hawsepipe Ensure that each shot of chain is controlled with enough stops so the anchor chain will not run Detail enough personnel to handle the chain on the barge or pier in case the chain shifts and runs over the side Lay out the chain quickly so personnel on the barge or pier have large bights to haul in
4-30. When the ship is anchored, why is it standard practice to have a detachable link located just inboard of the riding stopper? 1. 2. 3. 4. So that that can readily see the anchor chain marking on deck So that you can perform PMS on the detachable link on deck So that a detachable link is readily accessible for the use in slipping the anchor chain in an emergency So that you can install another chain swivel if needed due to mooring or heavy weather conditions
4-31. The shackle that secures the bitter end of the anchor chain must have a breaking strength approximating the weight of how many fathoms of anchor chain hanging from the Hawsepipe? 1. 2. 3. 4. 90 fathoms 180 fathoms 250 fathoms 300 fathoms
UNCLASSIFIED
4-33. Anchor buoy lines are made of which of the following ropes or cordage? 1. 2. 3. 4. Sail twine 6-thread manila 21-thread manila Lightweight buoy wire
4-34. When you rig a ship to be towed, where should you break the anchor chain? 1. 2. 3. 4. At the bending shackle At the detachable end link At the swivel At the first detachable link inboard of the swivel shot
4-35. How many feet long is a standard length of synthetic towing hawser? 1. 2. 3. 4. 300 ft 600 ft 900 ft 1,000 ft
4-36. When making a normal approach for towing, what determines the position the towing ship takes in relation to the tow? 1. 2. 3. 4. Which vessel drifts faster Which vessel is providing the rig The length of the towing hawser to be used The draft of the vessel to be towed
4-37. In an emergency, one method of casting off the towline is to 1. 2. 3. 4. unshackle the towline from the towing pad eye unshackle the towline from the chain break a detachable link abaft the stopper and cast off the stopper release the bending shackle on the anchor chain
UNCLASSIFIED
4-39. Which of the following bridles is used on the Williams target sled? 1. 2. 3. 4. Chain Synthetic Natural fiber Wire
4-40. What is the required towline for the Williams target tow sled? 1. 2. 3. 4. 600 feet of 1-inch diameter double-braided nylon rope 4,500 feet of 1-inch diameter right-hand laid nylon rope 4,500 feet of 1-inch diameter double-braided nylon rope 4,500 feet of 2-inch diameter double-braided polypropylene rope
4-41. To prevent a target sleds towline from becoming fouled on the bottom, what is the minimum depth of water in which it may be transferred from ship to ship? 1. 2. 3. 4. 100-fathom curve 150-fathom curve 200-fathom curve 250-fathom curve
4-42. After a tow is rigged, at what rate should the speed be increased until the towing speed is reached? 1. 2. 3. 4. 2 to 4 turns 3 to 5 turns 5 to 7 turns 8 to 10 turns
4-43. You are measuring a link of the anchor chain and you determine the wire diameter is 1 inch. The link should be what length? 1. 2. 3. 4. 6 in. 2 in. 3 in. 8 in.
UNCLASSIFIED
4-45. Which of the following devices holds the parts of a detachable link together? 1. 2. 3. 4. Lead plug Hairpin Taper pin C-link
4-46. As the anchor chain is paying out, you notice eleven white links clearing the hawsepipe. At this point, how many fathoms of chain are out? 1. 2. 3. 4. 30 45 60 75
4-47. How much distance is required for a ship to swing at anchor? 1. 2. 3. 4. Distance equal to the length of the ship Radius only slightly larger than the ship Length of the ship plus the scope of chain Twice the length of the ship plus the scope of the chain
4-48. How many different types of salvages are being used in the Navy today? 1. 2. 3. 4. One Two Three Four
4-49. What type of salvage operation is used in emergency services for vessels and aircraft in distress at sea? 1. 2. 3. 4. Harbor salvage Rescue salvage Offshore salvage Combat salvage
UNCLASSIFIED
4-51. When you are working on refloating vessels stranded or sunk in exposed locations along a coast, what type of salvage operation is going to be used in this type of operation? 1. 2. 3. 4. Harbor salvage Offshore salvage Combat salvage Rescue salvage
4-52. What type of salvage operation consists of services rendered to an amphibious assault force? 1. 2. 3. 4. Rescue salvage Offshore salvage Harbor salvage Combat salvage
4-53. Which direction would you put your anchors out if you have a stranded vessel near shore? 1. 2. 3. 4. Port side Starboard side Seaward Towards the shore line
4-54. What type of bridle is used in a salvage operation? 1. 2. 3. 4. Liverpool V-type H-type A-type
10
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4-56. What is the adequate distance you put an empty oil drum on a buoy wire so it will float to the other ship? 1. 2. 3. 4. 50 to 55 ft 55 to 60 ft 60 to 65 ft 65 to 70 ft
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1. 2. 3. 4. 5-4.
1. 2. 3. 4. 5-5.
1. 2. 3. 4.
UNCLASSIFIED
1. 2. 3. 4. 5-7.
1. 2. 3. 4. 5-8. 1. 2. 3. 4. 5-9.
1. 2. 3. 4.
5-10. When you are launching a boat from the side of the ship, what should be done as soon as the boat is waterborne? 1. 2. 3. 4. Start the engine of the boat Trip the slings Cast off the sea painter Steer the boat from the ships side
UNCLASSIFIED
5-12. While hoisting a boat, when should passengers and crew disembark? 1. 2. 3. 4. Before the boat is hoisted from the water As soon as the boat is clear of the water When the boat is at the lowest weather deck After the boat is in the skids
5-13. What type of boat is used on a SLAD davit? 1. 2. 3. 4. Motorwhale LCPL RHIB LCM 8
5-14. The double-link pivoted gravity davit will hoist a fully loaded boat how many feet per minute? 1. 2. 3. 4. 20 25 30 40
5-15. What procedure is eliminated by using the single-arm davit? 1. 2. 3. 4. The process of threading two hooks through bow and stern hoisting rings The use of a sea painter The use of frapping lines The use of steadying lines
5-16. The purpose of the falls tensioning device is to 1. 2. 3. 4. prevent the falls from twisting keep the slack out of the falls while hooking on and unhooking prevent the falls from two-blocking prevent the falls from toppling
UNCLASSIFIED
5-18. Where should the monkey lines tend while lowering a boat to prevent them from fouling on an object or structure in the boat? 1. 2. 3. 4. Over and inboard, between the ship and the boat Inside the boat, coiled on deck Over the outboard side of the boat, away from the ship Hand tended from the deck of the ship to the inside of the boat
5-19. Once waterborne, what is the sequence of events that you should use in casting off a boat: (a) Cast off forward hook (b) Cast off aft hook (c) Cast off the sea painter (d) Cast off the steadying lines? 1. 2. 3. 4. A, c, d, b B, a, c, d B, a, d, c D, b, c, a
5-20. When a boat is to be hoisted in by davits, what is the first line a boat crew secures? 1. 2. 3. 4. Frapping line Monkey line Steadying line Sea painter
5-21. The standard shipboard allowance of inflatable lifeboats, on a ship with crew GREATER than 295, is a quantity that will provide for what percentage of a ships crew? 1. 2. 3. 4. 85% 100% 110% 125%
UNCLASSIFIED
5-23. At what depth is the automatic launching feature on inflatable lifeboats designed to activate? 1. 2. 3. 4. 30 to 60 ft 20 to 50 ft 10 to 40 ft 5 to 15 ft
5-24. What degree of lip is designed on the standard Navy lifeboat stowage cradle to prevent the encapsulated lifeboat from falling out? 1. 2. 3. 4. 10 15 20 25
5-25. What is the size of nylon cord that is attached to the shackle of the hydrostatic release and passed through the thimble of the wire rope harness? 1. 2. 3. 4. 1/4 in. 1/2 in. 3/4 in. 5/8 in.
5-26. After installation of the hydrostatic release device, in which direction must the actuating mechanism face? 1. 2. 3. 4. Inboard for access and to prevent accidental release Inboard for protection against the weather Outboard to prevent accidental release Outboard and painted to highlight its location
UNCLASSIFIED
5-28. When you are coxswain, you need to know the range and state of the tide to secure your boat to the pier properly. From whom do you normally obtain information regarding tidal conditions? 1. 2. 3. 4. Boat officer OOD QMOW BMOW
5-29. The crew and passenger complement of a whaleboat includes the personnel listed below. In an emergency, who has final responsibility for the boat and its occupants? 1. 2. 3. 4. Coxswain Boat officer (ENS) Ships weapons officer (LCDR) Ships medical officer (CDR)
5-30. Assume you are the coxswain and you have several ensigns and a commander aboard your boat, and you pass another boat containing only the coxswain who salutes your boat. Who in your boat returns the salute? 1. 2. 3. 4. You only Commander only You and the commander Ensigns and the commander
5-31. You are a coxswain of a powerboat under way when evening colors sound. You stop the boat, stand at attention, and salute. What should your passengers do to demonstrate 1. 2. 3. 4. Sit at attention and render the hand salute Stand at attention and render the hand salute Stand at attention only Sit at attention only
UNCLASSIFIED
QUESTIONS 5-33 THROUGH 5-41 APPLY TO BOATS EQUIPPED WITH A SINGLE SCREW HAVING RIGHT-HAND PITCH. 5-33. As the screw of your boat begins to turn over going ahead, the stern of your boat swings to 1. 2. 3. 4. port, because of side force port, because of screw current starboard, because of side force starboard, because of screw current
5-34. How does an increase in the frictional wake current affect the boats propeller and rudder efficiency? 1. 2. 3. 4. It increases propeller efficiency and reduces rudder efficiency It increases rudder efficiency and reduces propeller efficiency It decreases both rudder and propeller efficiency It increases both rudder and propeller efficiency
5-35. While running your boat at night, you are suddenly warned of a partially submerged log dead ahead. You throw your rudder hard right but hit the log anyway. You are the victim of a natural phenomenon called 1. 2. 3. 4. glide kick transfer advance
5-36. How do the pertinent dynamic forces affect the boat that has a sternway with screw backing? 1. 2. 3. 4. Side force and discharge current tend to swing the stern to starboard Side force and discharge current tend to swing the stern to port Suction current and side force tend to swing the stern to port Frictional wake current, suction current, and side force tend to swing the stern to starboard
UNCLASSIFIED
5-38. How does a boat respond if it is moving forward, and you reverse the screw, and either (a) put the rudder hard right at the same time the screw starts backing, or (b) put the rudder hard left at the same time the screw starts backing? 1. 2. 3. 4. (a) stern swings to starboard, (b) stern swings to port (a) Bow swings to port, (b) bow swings to starboard initially and then swings to starboard initially (a) Bow swings to starboard initially and then swings to port, (b) bow swings to starboard initially and then swings to port (a) Bow swings to starboard, (b) bow swings to port initially and then swings to starboard
5-39. Your boat is moving astern and the screw is going ahead at the time you put the rudder over hard right. How do the resultant dynamic forces affect the boat? 1. 2. 3. 4. Side force plus normal steering effect pushes the stern to starboard Side force plus discharge current plus normal steering effect that pushes the stern to starboard Discharge current overcomes side force and normal steering effect and pushes the stern to port rapidly Side force plus suction current overcome the normal steering effect and pushes the stern to port slowly
5-40. When a single-screw vessel approaches a pier port-side-to under light wind and current conditions, the course of approach should be at an angle with the face of the pier of approximately 1. 2. 3. 4. 10 20 30 40
UNCLASSIFIED
5-42. Generally, in what directions do the propellers of a twin-screw boat turn when they are going ahead? 1. 2. 3. 4. The starboard propeller turns counterclockwise and the port propeller turns clockwise The starboard propeller turns clockwise and the port propeller turns counterclockwise The starboard propeller and the port propeller both turn counterclockwise The starboard propeller and the port propeller both turn clockwise
5-43. An LCM's coxswain can turn the bow to starboard most quickly by 1. 2. 3. 4. applying right rudder, backing the starboard engine, and running the port engine ahead applying the right rudder, backing the port engine, and running the starboard engine ahead applying right rudder, and running the starboard and port engines ahead backing the starboard engine, running the port engine ahead, and keeping the rudder amid-ships
5-44. You are the coxswain of a lifeboat during a man-overboard drill. Which way should you steer if the ship hoists the EIGHT flag? 1. 2. 3. 4. Straight away from the ship To the right To the left Straight toward the ship
5-45. You wish to know the variation in the harbor in which you are anchored, so you ask the quartermaster to break out a large-scale chart of the harbor. Where on the chart can you find the variation? 1. 2. 3. 4. In the legend on the chart Along the fifth isogonic line Along every second isogamic line In the compass rose
UNCLASSIFIED
5-47. How are the numbers indicating water depth computed for a U.S. chart? 1. 2. 3. 4. At mean low tide, in feet or fathoms At mean high tide, in feet or fathoms At mean low tide, in meters or leagues At mean high tide, in yards or rods
5-48. On a navigation chart, what represents the limits of a dredged channel? 1. 2. 3. 4. A straight, red dotted line A straight, black dashed line A curved, blue solid line A curved, green dashed line
5-49. What color lights are reserved for port and starboard lateral marks? 1. 2. 3. 4. Yellow and white only Red and green only Red, green, and white Yellow, white, and green
5-50. When you are approaching the Mayport, Florida, harbor, which of the following numbers would be the third buoy to starboard? 1. 2. 3. 4. 6 5 3 4
5-51. In which of the following directions is a vessel or boat safe in passing a north cardinal mark? 1. 2. 3. 4. East West North South
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5-53. Which of the following color bands on a cardinal mark indicate an eastern direction? 1. 2. 3. 4. Black band above a yellow band Black band below a yellow band Black band with a yellow band above and below Black band above and below a yellow band
5-54. Which of the following markings describes a mid-channel buoy? 1. 2. 3. 4. Red and white horizontal strips Red and white vertical strips Red and green horizontal strips Red and black vertical stripes
5-55. Every buoy, daymark, and light structure in the Intracoastal Water-way has part of its surface painted yellow. What part is painted yellow? 1. 2. 3. 4. The square The diamond The band The triangle
5-56. What information can be obtained from the outer ring of the compass rose? 1. 2. 3. 4. Magnetic headings Tide and current information True headings Variation
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5-58. Pilot Rules that apply in inland waters are promulgated by the 1. 2. 3 4. Coast and Geodetic Survey Office of the Department of Commerce Commandant of the U.S. Coast Guard U.S. Oceanographic Office of the Department of Defense Local civic and state governing bodies
5-59. A meeting situation exists with two vessels at night when 1. 2. 3. 4. a side light and stern light are visible by one of the vessels both sidelights of each vessel are visible to each other the stern light of one vessel is visible to the other vessel and closing one vessel can see both side lights of the other vessel off your beam
5-60. A power vessel is required to stand clear of all sailing vessels, unless the sailing vessel is 1. 2. 3. 4. crossing from port to starboard crossing from starboard to port overtaking the power vessel meeting head-on
5-61. Under which of the following conditions must you alter your course if you are making way at night and see a running light of another vessel? 1. 2. 3. 4. When there is a green light off your port bow When there is a green light off your starboard bow When there is a red light off your port bow When there is a red light off your starboard bow
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13
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UNCLASSIFIED
UNCLASSIFIED
6-11. CG46 of your task unit has the visual communications duty in port. What flag should CG46 be flying from its foretruck? 1. 2. 3. 4. MIKE VICTOR XRAY YANKEE
6-12. What flag(s) is/are carried made up and ready to break? 1. 2. 3. 4. OSCAR only FIVE only OSCAR and FIVE INDIA
6-13. In the United States, which of the following weather signals is hoisted by day to indicate a gale warning? 1. 2. 3. 4. One red pennant Two red pennants One red flag with a black center Two red flags with black centers
6-14. Which of the following lights displayed by the national weather service on a station indicates small craft warnings? 1. 2. 3. 4. A white light over a red light A red light over a white light A red light over a red light A white light between two red lights
6-15. Why are radiotelephone (R/T) transmissions the LEAST secure method of communicating? 1. 2. 3. 4. There is no way to prevent unauthorized interception Spoken messages cannot be coded Transmission range is limited Interception requires no equipment 3
UNCLASSIFIED
6-17. Which of the following security precautions is NOT required of a R/T operator? 1. 2. 3. 4. Writing every message before transmission Keeping transmissions to a minimum Using a circuit for its intended purpose Transmitting only when necessary
6-18. Before transmitting a message on a voice radio circuit, which of the following techniques should you always practice? 1. 2. 3. 4. Obtain permission from net control Make sure no one else is using the circuit Get a radio check with the station you are calling Test your microphone by blowing into it
6-19. For transmitting a message by R/T, proper speaking technique is to 1. 2. 3. 4. speak rapidly, word by word speak naturally, word by word speak rapidly, by phrases speak naturally, by phrases
6-20. For R/T transmissions, you should concentrate on keeping your voice at what level? 1. 2. 3. 4. Moderately strong Very strong As low as possible As high as possible
6-21. Difficult words in plain text messages may be spelled out if preceded by the proword 1. 2. 3. 4. I SAY I SPELL I PRONOUNCE I READ
UNCLASSIFIED
6-23. By voice radio, the number 16,000 is spoken as 1. 2. 3. 4. SIX-TEEN TOU-SAND SIX-TEEN ZERO ZERO ZERO WUN SIX ZERO ZERO ZERO WUN SIX TOU-SAND
6-24. Voice calls normally consist of 1. 2. 3. 4. spoken words unrelated letters alphanumeric combinations ships names
6-25. What are the two types of voice calls? 1. 2. 3. 4. Administrative and tactical Collective and unit Ship and administrative Collective and tactical
6-26. What is the minimum number of stations necessary to constitute a radio net? 1. 2. 3. 4. One Two Three Four
6-27. When a message is transmitted and a repetition is requested by a called station, what proword is used? 1. 2. 3. 4. REPEAT SAY AGAIN STOP RELAY
UNCLASSIFIED
6-29. When can a message that has already been transmitted be canceled? 1. 2. 3. 4. When an error is discovered At any time during transmission When another message is sent Immediately before the first break
6-30. Another station requests a radio check, the signal received is strong and of satisfactory quality. What would you reply? 1. 2. 3. 4. ROGER AND READABLE STRONG AND SATISFACTORY ROGER LOUD, OVER
6-31. Under which of the following conditions must a R/T message be authenticated? 1. 2. 3. 4. When relaying to another station When operating in a tactical radio net When operating in a common radio net When there is any chance that the message may be of enemy origin
6-32. You are assisting a BM2 in adjusting the tensions in shrouds of the mast. First you slack the shrouds and then remove that slack from them. At this point the second class is called away, but tells you to complete the job. How much should you tighten each turnbuckle? 1. 2. 3. 4. 1 inch 1 inch for each feet of shroud 1 inch for each 20 feet of shroud 1 inch for each 60 feet of shroud
UNCLASSIFIED
6-34. A block's size is determined by measuring its 1. 2. 3. 4. sheave width sheave length cheek length pin diameter
6-35. How many times the diameter of a wire rope should the diameter of the sheave be on a wire rope block? 1. 2. 3. 4. 5 10 15 20
6-36. What is the block called that is located at the base of the boom? 1. 2. 3. 4. Head Slack-wire Heel Tail
6-37. What is the name of the small single-sheave block located in the middle of the booms? 1. 2. 3. 4. Head Slack-wire Heel Running
6-38. How often should you inventory all blocks on board your ship? 1. 2. 3. 4. Weekly Quarterly Semiannually Annually
UNCLASSIFIED
6-40. What type of tackle is made up by using one treble block and one double block? 1. 2. 3. 4. Threefold purchase Twofold purchase Luff tackle Double luff tackle
6-41. What advantage does the right-angle method of reeving a threefold purchase have over the parallel method? 1. 2. 3. 4. It provides a greater mechanical advantage It requires less equipment It reduces the chance of chafing It frees the rope from sudden strains
6-42. What factor determines the mechanical advantage of a simple tackle? 1. 2. 3. 4. The number of parts of the falls at the fixed block The number of parts of the fails at the moveable block The number of sheaves in the fixed block The number of sheaves in the moveable block
6-44. Taking friction into consideration when using a single luff tackle, you can lift a 300-pound load by applying a force of 1. 2. 3. 4. 70 pounds 100 pounds 130 pounds 160 pounds
UNCLASSIFIED
6-46. To find the size of line to use for lifting any given weight, what must you do first? 1. 2. 3. 4. Multiply the load by the safety factor Identify the type and construction of the line Refer to the breaking strength tables in the NSTMs Multiple the size of the line by 6 and subtract that number from the load
6-47. When using the breaking strength tables in figuring the safe working load of a line, what should you do if the breaking strength is between sizes? 1. 2. 3. 4. Go to the next larger size line Use a different type of line Disregard the allowance for friction Re-compute the information with a lower safety factor
6-48. Which of the following is the weakest part of a chain hoist? 1. 2. 3. 4. Chain links Spur gear Lower hook Upper hook
6-49. What should you do if you find warped links on the chain of a chain hoist? 1. 2. 3. 4. Use the hoist for one-man loads only Replace the warped links and lower the hook Have the hoist surveyed Have the links straightened before using the hoist for very heavy loads
6-50. Which of the following statements best identifies the classes of shackles available in the Navy? 1. 2. 3. 4. Round pin, screw pin, drift pin Screw pin, standard pin, safety bolt Round pin, screw pin, safety bolt and nut Regular pin, bolt pin, safety pin
UNCLASSIFIED
6-52. Which of the following coatings should be used as a protective coating on wooden blocks? 1. 2. 3. 4. Epoxy primer Latex paint Vinyl paint Varnish
6-53. The last step you perform in disassembling a roller bearing block is to remove the 1. 2. 3. 4. bearings pin adjusting nut closures
6-54. To hoist aboard a pile of Douglas fir measuring 16 feet by 8 feet by 10 feet, approximately how many crane loads will you need if your crane capacity is 6 tons? 1. 2. 3. 4. Five Two Three Four
6-55. What is the area of a triangle that has a 6-foot base and is 8 feet tall? 1. 2. 3. 4. 3 sq ft 6 sq ft 18 sq ft 24 sq ft
6-56. What is the area of a circle having a 10-foot diameter? 1. 2. 3. 4. 42.35 sq ft 54.24 sq ft 78.54 sq ft 83.60 sq ft
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6-58. Which of the following is the formula for the area of a cone? 1. 2. 3. 4. A = LxwxH A = 1/2 ShxC A = 4 R2 A = 1/2 BxH
6-59. The volume of a sphere having a diameter of 6 feet is 1. 2. 3. 4. 35.6 cu ft 84.3 cu ft 113.1 cu ft 136.5 cu ft
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1. 2. 3. 4. 7-2.
1. 2. 3. 4. 7-3.
1. 2. 3. 4. 7-4.
1. 2. 3. 4. 7-5. 1. 2. 3. 4.
UNCLASSIFIED
1. 2. 3. 4. 7-8.
1. 2. 3. 4. 7-9.
1. 2. 3. 4.
7-10. How can you help prevent a load from swinging when picking it up from the hold or deck? 1. 2. 3. 4. Hoisting it up short and quick Drag or touch up the load until it is directly under the head of the boom Take a strain on the hook and lift up with the boom Top up the boom and raise the hook
UNCLASSIFIED
7-12. As you operate the winches, you may move the load at your own discretion when your signalman gives the signal for 1. 2. 3. 4. racking hoisting lowering to the pier lowering to the deck
7-13. Sled pallets were developed for what type of operation? 1. 2. 3. 4. Arctic Beach Between deck Light loads
7-14. Which of the following types of cargo-handling gear should be used for hoisting crushable cargo? 1. 2. 3. 4. Double platform pallet Sled pallet Box pallet Nylon cargo netting
7-15. What should be used with a cargo net if the beckets are too short to fit over the hook? 1. 2. 3. 4. Slings Straps Cargo net shorteners Bridles
7-16. Straps for handling cargo that are the same size and length should have their eyes painted a distinctive, matching color. 1. 2. True False
UNCLASSIFIED
1. 2. 3. 4.
7-19. What piece of equipment is used in conjunction with a cargo net for handling ammunition and crated bombs? 1. 2. 3. 4. Sled pallet Box pallet Salmon board Barrel sling
7-20. The hand hook is used primarily for 1. 2. 3. 4. hauling boxes for distances less than 250 feet turning crates and bales lifting short lengths of open-ended pipe rolling large cardboard cartons
7-21. Which of the following types of cargo should NOT be handled with hand hooks? 1. 2. 3. 4. 7-22. 1. 2. 3. 4. Ammunition Canned goods cases Cereal cases All of the above If rollers are used for moving a heavy piece of cargo, the rollers must be half the width of the item to be moved made of 3/4-inch cast iron pipe long enough to pass completely under the item to be moved at least 1/3 of the length of the item to be moved
UNCLASSIFIED
7-24. Which of the following types of save-all is the most commonly used in working general cargo? 1. 2. 3. 4. Rope or nylon web net Wooden platform Hatch tarpaulin Wire rope net
7-25. What procedure should you use to break a hand truck over after it has been loaded? 1. 2. 3. 4. Place both feet on the upper crosspiece and pull the handle down Place one foot on the second crosspiece and pull the handle down Pull down on the handle while pushing forward Pull up on the handle while pushing forward
7-26. The primary situation where you would use a pallet truck is 1. 2. 3. 4. where space is large enough to maneuver around where space is too small for a forklift truck on the open weather decks with no obstructions in the way below decks
7-27. What is the usual capacity of the low-lift-pallet truck? 1. 2. 3. 4. 1 to 2 tons 2 to 3 tons 3 to 4 tons 4 to 5 tons
7-28. Cargo is loaded aboard a ship according to a precise plan made up by which of the following officers? 1. 2. 3. 4. Commanding officer Executive officer Cargo officer and officer designated Supply officer 5
UNCLASSIFIED
7-30. How should underway replenishment ships be loaded? 1. 2. 3. 4. To maximum capacity with no regard to access of items According to the receiving ship's shopping lists To capacity with passageways providing access to all items in the hold Stores needed first stowed last and minor usage items in the bottom of the hold
7-31. In the storage of cargo, dunnage provides which of the following benefits? 1. 2. 3. 4. Ventilation Bracing Drainage All of the above
7-32. In what direction should the first layer of dunnage be placed? 1. 2. 3. 4. Fore and aft Athwartships In a direction that will allow the best ventilation In a direction that will allow moisture to flow toward the drains
7-33. Which of the following procedures should you follow when stowing cases and cartons in a hold? 1. 2. 3. 4. Start forward and work aft Start aft and work forward Start in the center and work outboard in both directions Start in any corner and work outward
7-34. What must you do when you are stacking small boxes on top of larger boxes? 1. 2. 3. 4. Place the smaller boxes inside the edges of the larger boxes Lay dunnage between the tiers Stack the boxes using the brick wall method Stack the boxes using the block stack method
UNCLASSIFIED
7-36. Where should crates (open frame-work containers) be stowed in a hold? 1. 2. 3. 4. Beneath the square of the hatch In the top tiers of the lower hold In the lower tiers of the after hold In the forward holds
7-37. How many strips of dunnage should be laid over every row of drums to prevent damage to the chines? 1. 2. 3. 4. One Two Three Four
7-38. Which of the following practices should you AVOID when loading bagged cargo? 1. 2. 3. 4. Using dunnage Using the end-to-end stacking method Using the alternate tier stacking method Placing the bagged cargo against bulkheads
7-39. When stowing vehicles, what is the minimum amount of space that should be left between them? 1. 2. 3. 4. 2 to 4 inches 4 to 6 inches 6 to 8 inches 8 to 10 inches
UNCLASSIFIED
7-41. Which of the following materials should NEVER be used to secure vehicles? 1. 2. 3. 4. Wire rope Chain Wooden wheel chocks Fiber line
7-42. Deck cargo is stowed in a number of blocks at each hatch. How many blocks are there, usually? 1. 2. 3. 4. Five Two Three Four
7-43. By what method, if any would you secure cargo for an amphibious operation? 1. 2. 3. 4. With wire net shoring Wedging timbers between the overhead and the cargo With peck and hale gripes in the hold None
7-44. What is used to secure the wire net shoring system and provide tension around the cargo? 1. 2. 3. 4. Shackles Fiber lines Racket tensioning devices Turnbuckles
7-45. What is the primary problem in securing cargo on deck? 1. 2. 3. 4. Lack of space Lack of padeyes and cleats Keeping moisture out Finding objects to brace shoring against
UNCLASSIFIED
7-47. Where should shores normally be placed to secure large, high stacks of deck cargo? 1. 2. 3. 4. Aft only Athwartships only Forward and aft only Athwartships, forward, and aft
7-48. Where should you stand, when using a dragline to move cargo? 1. 2. 3. 4. Directly in front of the hauling purchase Directly behind the hauling purchase Clear of the throw of the block and hook Straight in line with the purchase to gain a better mechanical advantage
UNCLASSIFIED
1. 2. 3. 4. 8-5.
1. 2. 3. 4.
UNCLASSIFIED
1. 2. 3. 4. 8-7. 1. 2. 3. 4. 8-8.
1. 2. 3. 4. 8-9.
1. 2. 3. 4.
8-10. Which of the following lines is the main line used to haul any basic rig across between ships? 1. 2. 3. 4. Messenger Shot line B/B phone/distance line Highline
UNCLASSIFIED
8-12. What color is the construction style helmet that the winch operator wears on a replenishment station? 1. 2. 3. 4. Red Blue Brown Purple
8-14. Which of the following terminal fittings for fueling rigs may be used in conjunction with another terminal fitting? 1. 2. 3. 4. Probe and receiver Robb coupling Breakable spool quick-release coupling Both 2 and 3 above
8-15. In the probe fueling method, what indicates that the probe is properly seated in the receiver? 1. 2. 3. 4. Visual indicators rise straight up and drop back to a position about 30 above the horizontal Visual indicators rise straight up only The manual release lever rises to a position 30 above horizontal A loud thud
UNCLASSIFIED
IN ANSWERING QUESTION 8-17, REFER TO FIGURE 10-23 IN THE TEXT, SPAN-WIRE RIG, SINGLE HOSE WITH ROBB COUPLING. 8-17. Which of the following is indicated by the number 1? 1. 2. 3. 4. Riding line hook Outboard hose saddle Inboard hose saddle No. 1 hose saddle
8-18. How many feet from the shackle end of the UNREP messenger is the span wire secured? 1. 2. 3. 4. 150 200 350 375
8-19. While refueling is progressing, it is customary to return the messenger to the oiler. In what manner is this task accomplished? 1. 2. 3. 4. The large end is returned first The small end is returned first The messenger is re-stopped off to the hose, and is heaved onboard the delivery ship by means of the messenger return line. The method is specified by the delivering ship
8-20. Besides being able to carry heavier loads, what major advantage has the tensioned span wire (or highline) over untensioned? 1. 2. 3. 4. It is easier and faster to rig It automatically slacks or heaves in the wire to adjust for roll It is simpler and faster to unrig Transfer can be made more swiftly
UNCLASSIFIED
8-22. The amount of force required to seat the probe in the receiver is approximately how many pounds? 1. 2. 3. 4. 200 300 350 400
8-23. The double hose method is used for which of the following reasons? 1. 2. 3. 4. To reduce the number of rigs necessary To make it possible to transfer two types of fuel to the same station at the same time To make it possible to transfer twice as much of the same type of fuel to the same station in the same time To do both 2 and 3 above
8-24. Besides having two probes and receivers, what is one essential difference between the double probe method and the single probe method? 1. 2. 3. 4. The messenger also serves as a remating line The probes reach the receiving ship by force of gravity, and a pull on the remating line seats them There is no swiveling feature on the double receiver Stress wires found on the double probe are absent on the single probe
8-25. Which of the following factors determines the method to be used for a particular replenishment operation? 1. 2. 3. 4. Type and quantity of cargo to be transferred Capacity of the rig and associated fittings Type and location of the receiving station All of the above
UNCLASSIFIED
8-27. What is the maximum safe load for transfer by a synthetic highline? 1. 2. 3. 4. 400 lb 600 lb 800 lb 1,000 lb
8-28. For transfer by synthetic highline, (a) what size and type of line is used and (b) how long is the highline? 1. 2. 3. 4. (a) 6-inch, three-strand nylon (b) 600 feet (a) 5-inch, plaited nylon (b) 500 feet (a) 4-inch, double-braided polyester (b) 350 feet (a) 3-inch, polypropolene (b) 400 feet
8-29. Which of the following lines are used for the inhaul and the outhaul/messenger for the synthetic highline? 1. 2. 3. 4. Three-strand nylon Plaited polyester Double-braided nylon Plaited nylon
8-30. What is the minimum number of personnel required to (a) tension the highline on the delivery ship and (b) tend the inhaul and outhaul lines? 1. 2. 3. 4. (a) 10 (b) 8 (a) 15 (b) 10 (a) 20 (b) 8 (a) 25 (b) 10
8-31. In the cargo stream rig, what is the ideal arrangement on the receiving ship? 1. 2. 3. 4. STREAM with all tensioned lines Sliding padeye with untensioned highline Fixed padeye with tensioned highline STREAM with hand-tended outhaul
UNCLASSIFIED
8-33. How is the STAR latching assembly released? 1. 2. 3. 4. The latch must be released by hand A strain is taken on the messenger releasing line A pelican hook is tripped The latches release themselves when the highline is de-tensioned
8-34. Under which of the following conditions can VERTREP operations take place? 1. 2. 3. 4. Along with connected replenishment To ships at anchor within range To ships providing ASW screen All of the above
8-35. Which of the following is a steel pallet with wire mesh sides that fold down for compact storage? 1. 2. 3. 4. Cargo pallet Cargotainer Cargo wraparound Adjustable pallet
8-36. A seaman standing beside a pallet that appears to be loaded to a height of about 4 1/2 feet asks you for an adjustable pallet sling. What color sling would you hand the seaman? 1. 2. 3. 4. Red Black Green Yellow
8-37. What is another name for the Mk 105 hoisting slings? 1. 2. 3. 4. Adjustable slings Multileg pole pendants Sky hooking devices Nonconductive slings
UNCLASSIFIED
8-39. What is the most efficient load for helicopters engaged in VERTREP? 1. 2. 3. 4. 2,000 lb 3,000 lb 4,000 lb 5,000 lb
8-40. A cargo net containing a pallet makes it possible to move the pallet by truck. What should you do about the load? 1. 2. 3. 4. Let the load sit there until all other loads have been taken care of Break down the load and move it by hand Use three or four pallet trucks Snake the load out of the way by means of a wire rope led to a winch
8-41. A helicopter arrives with a load before the preceding load has been removed. What should be done? 1. 2. 3. 4. Wave off the helicopter Signal the pilot to set the second load on the first Signal the pilot to set the second load near the first Secure a net over the first load and signal the pilot to set the second load nearby
8-42. Once the helicopter with a load is over the drop zone, who directs the helicopter? 1. 2. 3. 4. The landing signalman The helicopter crewmember The pilot who has control The bridge of the receiving ship
8-43. During night replenishment, the working areas are lighted by 1. 2. 3. 4. high-intensity red floodlights low-intensity yellow floodlights high-intensity blue floodlights low-intensity white floodlights
UNCLASSIFIED
8-45. During night VERTREP operations, what color wands does the landing signalman use? 1. 2. 3. 4. White Green Amber Red
UNCLASSIFIED
1. 2. 3. 4. 9-2.
UNCLASSIFIED
1. 2. 3. 4. 9-7. 1. 2. 3. 4. 9-8.
1. 2. 3. 4. 9-9.
1. 2. 3. 4.
9-10. Which of the following paint coverings was developed for painting a ship's bottom? 1. 2. 3. 4. Anticorrosive Pretreatment Epoxy primer Zinc chromate
9-11. When painting a ship's bottom, what paint is applied after anticorrosive paint? 1. 2. 3. 4. Zinc Antifouling Copper Latex 2
UNCLASSIFIED
9-13. Within how many hours after the primer has cured should nonskid material be applied? 1. 2. 3. 4. 8 12 24 36
9-14. How many coats of fire-retardant paint may be applied to a surface before it loses its fire-retardant properties? 1. 2. 3. 4. Five Two Three Four
9-15. Bare wood that is to be painted is primed with which of the following? 1. 2. 3. 4. One coat of aluminum paint Two coats of rustoleum One coat of white paint Two coats of spar varnish
9-16. What is the best method of applying canvas preservative? 1. 2. 3. 4. Spraying Rolling Dipping Brushing
9-17. Based on test data, which of the following metals is preferred for thermal-spray application? 1. 2. 3. 4. Zinc Aluminum Copper Nickel
UNCLASSIFIED
9-19. Which of the following code numbers indicates the finest size of abrasive? 1. 2. 3. 4. 1/2 2/0 6 4/0
9-20. What is the first step to take in sharpening a paint scraper? 1. 2. 3. 4. Place the bevel flat against the wheel Square the end Grind all foreign matter from the blade Use a fine file to feather the edge
9-21. On a properly sharpened chipping hammer, the squared face should be how wide? 1. 2. 3. 4. 1/4 to 3/8 inch 1/8 to 1/4 inch 1/16 to 1/8 inch 3/8 to 1/2 inch
9-22. Which of the following is the most useful power tool for surface preparation? 1. 2. 3. 4. Pneumatic hammer Rotary chipping tool Portable grinder Disk sander
9-23. Which of the following sanders has a small fast motion that actually sands in all directions? 1. 2. 3. 4. Belt Disk Orbital Vibrating
UNCLASSIFIED
9-25. Which of the following precautions must you observe when operating an electric power tool? 1. 2. 3. 4. Make sure the operator is grounded Make sure the tool is ungrounded Work slightly to the side and aft of the tool Wear protective goggles and insulated gloves
9-26. Under which of the following circumstances should paint and varnish remover NEVER be used? 1. 2. 3. 4. In confined spaces Near an open flame To clean your hands All the above
9-27. What is usually the first sign of aluminum corrosion? 1. 2. 3. 4. Scarring Pitting White powdery residue Red powdery residue
9-28. Which of the following methods should be used to prevent corrosion when aluminum is joined to wood? 1. 2. 3. 4. Cover wood with one coat of aluminum paint Place canvas, coated with white lead, between the two surfaces Cover both surfaces with one coat of primer Coat wood with one coat of spar varnish and place insulation tape between the two surfaces
9-29. Which of the following is the best system for mixing paint? 1. 2. 3. 4. Boxing Blending Stirring Vibrating shaker 5
UNCLASSIFIED
9-31. Paints located in paint storage spaces should be turned upside down at least once every 1. 2. 3. 4. month 3 months 6 months 9 months
9-32. What should be done with paint that has become unfit for use? 1. 2. 3. 4. It should be thrown over the side at sea It should be used as a base coat for nonskid It should be disposed of at a landfill site It should be returned to the shipyard where it can be reworked
9-33. Which of the following brushes should you use to paint a large surface? 1. 2. 3. 4. Fitch Oval sash Flat Painters duster
9-34. To make brushes more flexible and easier to clean, they should be soaked for about 40 hours in 1. 2. 3. 4. paint thinner water boiled linseed oil diesel oil
UNCLASSIFIED
9-36. What is the recommended cleaner for a brush that was used for shellac? 1. 2. 3. 4. Mineral spirits Water Xylene Alcohol
9-37. When you are applying paint to the brush, approximately how much of the brush should be dipped into the paint? 1. 2. 3. 4. 1/16 the length of the bristles 1/8 the length of the bristles 1/2 the length of the bristles 2/3 the length of the bristles
9-38. When a surface is being painted, what is the purpose of laying on and laying off? 1. 2. 3. 4. To prevent runs and sags To avoid brush marks To prevent the brush from wearing on one side To distribute the paint evenly over the surface
9-39. The best way to cut in with a paintbrush is to move the brush 1. 2. 3. 4. slowly in one continuous stroke swiftly in long continuous strokes slowly in several short stokes swiftly in several short strokes
9-40. What is the maximum number of coats of paint allowed for interior surfaces? 1. 2. 3. 4. Five Two Three Four
UNCLASSIFIED
9-42. What working conditions are most harmful to the quality of paint work? 1. 2. 3. 4. Lack of ventilation, high temperature, and high humidity Good ventilation, low temperature, and low humidity Lack of ventilation, low temperature, and high humidity Good ventilation, high temperature, and high humidity
9-43. After a stripping job, how should you remove the masking tape? 1. 2. 3. 4. By wetting it with a solvent and pulling it off slowly By pulling it off quickly at right angles to the surface By pulling it off slowly, diagonally back upon itself By a quick ripping action away from the work surface
9-44. What should you do to ensure that paint applied with a roller does not peel off? 1. 2. 3. 4. Apply moderate pressure to the roller Pass a brush over the rolled work Never use the same roller twice Lay the paint on the same way as you lay it off
9-45. What is the normal distance to hold a spray gun from a surface to be painted? 1. 2. 3. 4. 4 to 5 in. 6 to 10 in. 10 to 14 in. 12 to 18 in.
9-46. What is the first step you should take in cleaning a pressure-feed spray gun? 1. 2. 3. 4. Release the pressure from the pressure tank Remove the fluid hose from the gun Back up the fluid needle adjusting screw Remove the nozzle tip
UNCLASSIFIED
9-48. Which of the following materials should NEVER be used in standard spray gun equipment? 1. 2. 3. 4. Synthetics Lacquers Shellacs Plastics
9-49. What type of respirator is usually used by personnel paint tanks and voids? 1. 2. 3. 4. Filter Dust Cartridge Air line
9-50. When must you change the cartridge in a chemical cartridge respirator? 1. 2. 3. 4. Every 2 hours With each paint job When you can smell paint vapors in the mask Daily
9-51. Which of the following safety conditions must be met when personnel are painting compartments? 1. 2. 3. 4. Compartments must be well ventilated Personnel using spray guns must wear respirators Electric light bulbs must not be changed in compartments where spray painting is in progress All of the above
9-52. Which of the following operations results in a first-class, professional paint job? 1. 2. 3. 4. Proper surface preparation Use of recommended finish Proper application of the finish All of the above 9
UNCLASSIFIED
9-54. What does MSDS stand for when you are dealing with HM? 1. 2. 3. 4. My self-delivery slip Material slip document sheet Material safety data sheets Material ship data sheets
9-55. Which of the following departments is responsible to make the hazardous labels for the Navy? 1. 2. 3. 4. Department of Transportation Department of the Navy Department of Defense Department of the Army
9-56. What instruction provides the details for HM for the Navy? 1. 2. 3. 4. OPNAVINST 1200.2 OPNAVINST 2600.3 OPNAVINST 6511.1 OPNAVINST 4110.2
9-57. How does the Naval Supply System Command distribute the data base for HM? 1. 2. 3. 4. Instruction on paper Memo CD-ROM Video
9-58. What is used to protect your head against blows? 1. 2. 3. 4. Helmets and hardhats Ball cap Watch cap Face shield
10
UNCLASSIFIED
10-2. Which organization is responsible for installing beaching range markers and lights? 1. 2. 3. 4. ACB ACU BMU All of the above
10-3. The LHD was specifically designed to accomplish which of the following tasks? 1. 2. 3. 4. Accommodate air-cushioned landing craft Provide facilities for the Harrier II jet Both 1 and 2 above Ground itself on the beach to discharge troops and cargo
10-4. Which of the following amphibious ships is the primary control ship for all waterborne crafts in an assault wave? 1. 2. 3. 4. LHD LPD LPH LSD
10-5. Which of the following amphibious ships is the principal ship employed to support vertical assault (helicopter-borne) ship-to-shore movement? 1. 2. 3. 4. LPD LSD LPH LCC
UNCLASSIFIED
10-7. The steel landing craft utility (LCU) has a carrying capacity of how many tons? 1. 2. 3. 4. 180 tons 400 tons 500 tons 550 tons
10-8. Which of the following crafts is an air cushion craft? 1. 2. 3. 4. LCAC LCM LCVPL Motorwhale boat
10-9. What is the first sequence in a waterborne ship-to-shore movement? 1. 2. 3. 4. Debarkation of troops and equipment from assault shipping Assembly and formation of landing ships, amphibious vehicles Transfer line operations Landing of assault, combat support, combat service support
10-10. What type of hour is designated for the beginning of the debarkation and the timing of the ship-to-shore movement? 1. 2. 3. 4. A F H K
10-11. What type of plans are used to execute an assault wave? 1. 2. 3. 4. First Primary assault plan Alternate plans Both 2 and 3 above
UNCLASSIFIED
10-13. Where are the wave-forming circles located in the assault wave? 1. 2. 3. 4. Close to the bow Astern Midships Beam
10-14. What does the letters LOD stand for in an amphibious assault wave? 1. 2. 3. 4. Letter of department Let off dependents Line of departure Line of division
10-15. What is the lane called that extends seaward from the landing beach to the line of departure? 1. 2. 3. 4. Approach lane Boat lane Control lane Assembly lane
10-16. Where are approach lanes located during an assault wave? 1. 2. 3. 4. Seaward to the LOD Extensions of the boat lanes from the LOD towards the transport area From the ship to the transport lane From the transport lane to the beach
10-17. What flag is always used to call boats into the well deck? 1. 2. 3. 4. ALFA BRAVO CHARLIE WHISKEY
UNCLASSIFIED
10-19. Who positions the boats or craft in the well deck of a ship? 1. 2. 3. 4. LCPO LPO DCA Well deck control officer
10-20. What color is the top color for the debarkation light in the well deck to bring boats or small craft in? 1. 2. 3. 4. White Red Green Blue
10-21. Who is the overall coordinator for all waterborne assaults? 1. 2. 3. 4. ACCO CCO TAO PCO
10-22. Which of the following officers is the direct assistant to the CCO? 1. 2. 3. 4. PCO SCO ACCO TAO
10-23. Which of the following officers dispatches the boat waves from the line of departure and has control of one of the colored beaches? 1. 2. 3. 4. CCO PCO WC BGC
UNCLASSIFIED
10-25. What officer is embarked in an LCPL that is displaying the ZERO flag over the beach flag? 1. 2. 3. 4. BWC WGO SCO BGC
10-26. What individual takes station ahead of the wave and leads them to the line of departure? 1. 2. 3. 4. WGO BGC BWC ABGC
10-27. In which of the following publications would you find the standard identification flags, lights, and markers? 1. 2. 3. 4. NTTP 3-02.1 NWP 14 NWP 19 NWP 12
10-28. What is used to identify beach areas that are in sections? 1. 2. 3. 4. Numbers Colors Words Symbols
10-29. What size of flags are flown on the beach during an assault? 1. 2. 3. 4. No. 2 No. 4 No. 6 No. 8
UNCLASSIFIED
10-31. At what location should the boats, craft, and amphibious vehicles in a scheduled wave remove from sight all special designators, such as flags and paddles? 1. 2. 3. 4. Approach lane Line of departure Boat lane Control lane
10-32. What is the nighttime cargo identification signal for bulk cargo? 1. 2. 3. 4. One steady green light Two steady red lights One steady red light One steady amber light
10-33. What signal should you hoist to indicate to wave 5 that he/she has a 2-minute standby? 1. 2. 3. 4. Five flag closed up Five flag hauled down Five flag at the dip Five flag over blue flag
10-34. What flag is used to indicate a man overboard? 1. 2. 3. 4. BRAVO ZULU OSCAR CHARLIE
10-35. Who is responsible for ensuring that assigned safety observers are present throughout well deck operations and are qualified in the positions they are observing? 1. 2. 3. 4. WDCO CHENG LPO Commanding Officer 6
UNCLASSIFIED
10-37. Why is the use of standard terminology important during well deck operations? 1. 2. 3. 4. To keep senior personnel involved in the evolution To confuse personnel who are not yet qualified in their positions To eliminate confusion and ambiguity To impress the Executive Officer
10-38. How should fork trucks drive on ramps in the well deck? 1. 2. 3. 4. Forward going up and down the ramp In reverse going up and down the ramp Forward going up the ramp, in reverse going down Reverse going up the ramp, forward going down
10-39. In which publication can you find guidance for combating well deck emergencies? 1. 2. 3. 4. U.S. Navy Uniform Regulations Wet Well Operations Manual UNREP Hardware and Equipment Manual NSTM 077
10-40. What color wands are used to launch and recover landing craft at night or in reduced visibility? 1. 2. 3. 4. Red Green Blue Both 1 and 2 above
10-41. Which signal indicates a ready well? 1. 2. 3. 4. Green signal flag waved Green signal flag held motionless Red signal flag waved Red signal flag held motionless
UNCLASSIFIED
10-43. Which of the following is NOT a purpose of the ships ballast system? 1. 2. 3. 4. Watertight integrity Stability Damage control. Wet well operations
10-44. Who is normally the ships Ballasting Officer? 1. 2. 3. 4. DCA First Lieutenant Well Deck Control Officer Supply Officer
10-45. Which of the following is NOT a responsibility of the Officer of the Deck during ballasting operations? 1. 2. 3. 4. Obtain permission from the Commanding Officer to commence ballasting operations. Keep all stations aware of the ships maneuvers. Use lookouts to observe any fuel or hazardous material. Planning and movement of cargo, personnel and vehicles for embarkation/debarkation.
10-46. When should operation of LCM-8s be secured? 1. 2. 3. 4. During meal hours Between taps and reveille When visibility drops to mile or less When the ambient temperature is below 40 degrees
10-47. Markings at the 45-degree, 90-degree, and stop positions on the stern gate operating arms should be 1. 2. 3. 4. 6-inch wide white bands 4-inch wide white bands 4-inch wide yellow bands 6-inch wide yellow bands 8
UNCLASSIFIED
10-49. What is the greatest factor to be considered when planning an underway launch? 1. 2. 3. 4. Weather Navigation Personnel assigned to the craft Which country you are in
10-50. What does the term squat refer to? 1. 2. 3. 4. Stern gate marriages Underway replenishment Hull sinkage as a ship increases speed in shallow water None of the above
10-51. When should craft be secured for sea? 1. 2. 3. 4. When the landing craft are in position and the well is dry As soon as the craft enters the well deck Whenever you get around to it Never
10-52. What is the maximum allowable speed for launching LCU? 1. 2. 3. 4. 8 knots 10 knots 12 knots 16 knots
10-53. Which craft is less susceptible to submerged mines and underwater ordnance? 1. 2. 3. 4. LCU LCM AAV LCAC
UNCLASSIFIED
10-55. The use of what equipment is MANDATORY when securing landing craft in the well? 1. 2. 3. 4. Shoring Lashing gear Neither shoring nor lashing gear Shoring and lashing gear together
10-56. In general, the length of the shoring should never exceed how many times its minimum thickness? 1. 2. 3. 4. 12 times 15 times 30 times 32 times
10-57. What strength lashings must be used when securing armored vehicles? 1. 2. 3. 4. 70,000 lb lashings 75,000 lb lashings 80,000 lb lashings 85,000 lb lashings
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UNCLASSIFIED